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The spring pressure is released when the clutch pedal is depressed thus either pushing or pulling the diaphragm of the pressure plate, depending on type.

Raising the engine speed too high while engaging the clutch causes excessive clutch plate wear. Engaging the clutch abruptly when the engine is turning at high speed causes a harsh, jerky start.

This kind of start is necessary and desirable in drag racing and other competitions, where speed is more important than comfort.

In a modern car with a manual transmission the clutch is operated by the left-most pedal using a hydraulic or cable connection from the pedal to the clutch mechanism.

On older cars the clutch might be operated by a mechanical linkage. Even though the clutch may physically be located very close to the pedal, such remote means of actuation are necessary to eliminate the effect of vibrations and slight engine movement, engine mountings being flexible by design.

With a rigid mechanical linkage, smooth engagement would be near-impossible because engine movement inevitably occurs as the drive is "taken up.

The default state of the clutch is engaged - that is the connection between engine and gearbox is always "on" unless the driver presses the pedal and disengages it.

If the engine is running with the clutch engaged and the transmission in neutral, the engine spins the input shaft of the transmission but power is not transmitted to the wheels.

The clutch is located between the engine and the gearbox, as disengaging it is usually required to change gear.

Although the gearbox does not stop rotating during a gear change, there is no torque transmitted through it, thus less friction between gears and their engagement dogs.

The output shaft of the gearbox is permanently connected to the final drive , then the wheels, and so both always rotate together, at a fixed speed ratio.

With the clutch disengaged, the gearbox input shaft is free to change its speed as the internal ratio is changed. Any resulting difference in speed between the engine and gearbox is evened out as the clutch slips slightly during re-engagement.

Some racing clutches use small multi-plate disk packs that are not part of the flywheel. Both clutch and flywheel are enclosed in a conical bellhousing , which in a rear-wheel drive car usually forms the main mounting for the gearbox.

A few cars, notably the Alfa Romeo Alfetta and 75 , Porsche , and Chevrolet Corvette since , sought a more even weight distribution between front and back [note 1] by placing the weight of the transmission at the rear of the car, combined with the rear axle to form a transaxle.

The clutch was mounted with the transaxle and so the propeller shaft rotated continuously with the engine, even when in neutral gear or declutched.

Motorcycles typically employ a wet clutch with the clutch riding in the same oil as the transmission. These clutches are usually made up of a stack of alternating friction plates and steel plates.

The friction plates have lugs on their outer diameters that lock them to a basket that is turned by the crankshaft.

The steel plates have lugs on their inner diameters that lock them to the transmission input shaft. A set of coil springs or a diaphragm spring plate force the plates together when the clutch is engaged.

On motorcycles the clutch is operated by a hand lever on the left handlebar. No pressure on the lever means that the clutch plates are engaged driving , while pulling the lever back towards the rider disengages the clutch plates through cable or hydraulic actuation, allowing the rider to shift gears or coast.

Racing motorcycles often use slipper clutches to eliminate the effects of engine braking , which, being applied only to the rear wheel, can cause instability.

Cars use clutches in places other than the drive train. For example, a belt-driven engine cooling fan may have a heat-activated clutch.

The driving and driven members are separated by a silicone-based fluid and a valve controlled by a bimetallic spring.

Other clutches—such as for an air conditioning compressor—electronically engage clutches using magnetic force to couple the driving member to the driven member.

When the clutch is disengaged and the driven member is stationary. Early designs were typically dog clutches with a cam on the driven member used to disengage the dogs at the appropriate point.

Greatly simplified single-revolution clutches were developed in the 20th century, requiring much smaller operating forces and in some variations, allowing for a fixed fraction of a revolution per operation.

In addition to their use in heavy manufacturing equipment, single-revolution clutches were applied to numerous small machines.

In tabulating machines , for example, pressing the operate key would trip a single revolution clutch to process the most recently entered number.

In , Frederick G. Creed developed a single-turn spring clutch see above that was particularly well suited to the repetitive start-stop action required in teleprinters.

When tripped, the spring rapidly contracts around the power shaft engaging the clutch. At the end of one revolution, if the trip lever has been reset, it catches the end of the spring or a pawl attached to it and the angular momentum of the driven member releases the tension on the spring.

These clutches have long operating lives, many have cycled for tens and perhaps hundreds of millions of cycles without need of maintenance other than occasional lubrication.

These superseded wrap-spring single-revolution clutches in page printers, such as teleprinters , including the Teletype Model 28 and its successors, using the same design principles.

IBM Selectric typewriters also used them. These are typically disc-shaped assemblies mounted on the driven shaft. Inside the hollow disc-shaped drive drum are two or three freely floating pawls arranged so that when the clutch is tripped, the pawls spring outward much like the shoes in a drum brake.

When engaged, the load torque on each pawl transfers to the others to keep them engaged. These clutches do not slip once locked up, and they engage very quickly, on the order of milliseconds.

A trip projection extends out from the assembly. If the trip lever engaged this projection, the clutch was disengaged.

When the trip lever releases this projection, internal springs and friction engage the clutch. The clutch then rotates one or more turns, stopping when the trip lever again engages the trip projection.

These mechanisms were found in some types of synchronous-motor-driven electric clocks. Many different types of synchronous clock motors were used, including the pre-World War II Hammond manual-start clocks.

Some types of self-starting synchronous motors always started when power was applied, but in detail, their behaviour was chaotic and they were equally likely to start rotating in the wrong direction.

Coupled to the rotor by one or possibly two stages of reduction gearing was a wrap-spring clutch-brake. The spring did not rotate. One end was fixed; the other was free.

The clutch-brake locked up when rotated backwards, but also had some spring action. The inertia of the rotor going backwards engaged the clutch and wound the spring.

As it unwound, it restarted the motor in the correct direction. Some designs had no explicit spring as such—but were simply compliant mechanisms.

The mechanism was lubricated and wear did not present a problem. A Lock-up clutch is used in some automatic transmissions for motor vehicles.

From Wikipedia, the free encyclopedia. This is the latest accepted revision , reviewed on 28 January For other uses, see Clutch disambiguation. This article has multiple issues.

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