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1. Union air release from the hydraulic clutch. 2. Diaphragm clutch pressure spring. 3. Friction linings of the clutch disc. 4. Rivet of the clutch pressure spring. 5. Driven clutch disc. 6. Finger resistant. 7. Front damper plate. 8. Rear damper plate. 9. Hub of the clutch disc. 10. Damper spring. 11. Clutch pressure plate. 12. Flywheel of the crankshaft of the engine. 13. Clutch cover. 14. Clutch housing. 15. A bolt of fastening of a casing of coupling. 16. Thrust flange connection plate with clutch cover. 17. Rivet fastening the connecting plate to the thrust flange. 18. Thrust flange pressure spring. 19. Connecting spring fork and clutch. 20. Transmission drive shaft. 21. Clutch release clutch. 22. Clutch release fork. 23. Ball bearing fork. 24. Clutch release bearing. 25. Thrust flange friction ring. 26. Cover of the clutch release fork. 27. Retaining plate for clutch release fork. 28. Pressure spring support ring. 29. Clutch release fork pusher. 30. Clutch release slave cylinder. 31. Release spring for the clutch release fork. 32. Damper friction ring. 33. Support ring for a Belleville spring. 34. Friction ring disc spring. 35. The connecting plate of the pressure plate with the clutch cover. 36. Clutch pressure spring retainer. 37. Rivet for fastening the pressure spring and the connecting plate of the thrust flange.
The clutch is one of the transmission mechanisms that transmits torque from the engine to the driven rear wheels. The clutch is designed to temporarily disconnect the engine from the transmission and smoothly connect them when shifting gears and starting the car, and the damper built into the clutch is also to reduce torsional vibrations of the engine and transmission.
The principle of operation of such a mechanism is based on the use of friction forces between the engine flywheel with a pressure plate and the clutch disc.
On VAZ-2101, 2102 and 2103 cars, clutches differ little from each other and will gradually be unified on all models.
The applied clutch has high reliability, simplicity and manufacturability of design, durability consistent with the service life of other transmission mechanisms, low labor intensity of maintenance during operation, and ease of control.
The clutch drive from the pedal to the release fork is hydraulic.
Clutch - dry, single disc, with diaphragm pressure spring. It is called dry because for the normal transmission of engine torque, the surfaces of the driven and pressure disks must be dry. The driven plate assembly and the pressure plate with casing, diaphragm spring and thrust flange of the shutdown drive are the main parts of the clutch. In addition, the clutch includes a release clutch with a bearing, a release fork with a support, main and working cylinders of the drive with hoses for supplying fluid, a nutrient tank and a drive pedal with booster (servo spring) and retracting springs.
The clutch is placed together with the engine flywheel inside the aluminum crankcase 14, to the rear end of which the gearbox is attached to seven studs with nuts. Ahead, the clutch cavity is closed with a stamped steel cover.
The pressure plate and the diaphragm spring of the clutch are placed in a stamped steel casing 13, fixed on the flywheel 12 with six bolts 15 with spring washers.
The accuracy of the relative position of the clutch cover and the flywheel is ensured by three dowel pins. So that the relative position of the parts does not change even after disassembling the clutch for repair and checking the technical condition, it is necessary to put marks on the casing and flywheel before disassembly.
Diaphragm spring 2 creates the necessary force pressing the driven disk, and at the same time does not require much effort to engage the clutch. The spring is placed between the pressure plate 11 and the casing 13 and is pivotally connected to it by means of support rings 28. The inner part of the spring has petals formed by radial slots ending in oval holes. The petals work as clutch levers, interacting with the thrust flange 18, which moves in the axial direction under the action of the clutch 21. Thrust flange 18 with friction ring 25 is constantly pressed against the petals of the diaphragm spring by plates 16. The spring is connected to the pressure disk by three clamps 36. Through the clamps 36, the pressure disc is retracted from the driven outer edge of the diaphragm spring when moving back at the moment the clutch is released. The clutch pressure plate 11 is connected to the clutch housing 13 by three tangentially located connecting plates 35. In this case, the ends of the plates 35 attached to the pressure plate with rivets lie in the same plane with the contact surface of the pressure plate with the driven one, which eliminates the appearance of vibrations. The uniform tangential arrangement of the three plates 35 ensures the centering of the pressure plate 11, as well as the transfer of rotation to it from the casing 13, while maintaining the possibility of axial movement of the pressure plate when the clutch is released.
It should be noted that the connecting plates 35, due to their arrangement, work in tension during normal operation of the clutch, which reduces the possibility of breakage.
The annular stop of the pressure plate has 12 ventilation slots, in three of which clamps 36 of the pressure spring are installed.
Pressure plate with casing and spring assembly is statically balanced; the imbalance is not higher than 20 gf cm. Balancing is done by drilling metal in the tides of the pressure plate.
The driven disc 5 of the clutch, which transmits rotation from the engine to the drive shaft of the gearbox, is clamped between the flywheel and the pressure plate by a diaphragm spring 2. The torque of the engine shaft is transmitted from the friction linings to the hub of the driven disc through a torsional vibration damper (damper), which prevents the transmission of torsional vibrations. Torsional vibrations are caused by the action of variable torques created by the gas pressure in the working cylinders and the inertia forces of the progressively moving masses.
The damper dampens torsional vibrations due to the friction of the friction rings 32, which occurs when the disk 5 and plate 8 move relative to the hub 9. The movements take place due to the elasticity of the six springs 10 installed in the windows of the hub 9, disk 5 and plates 7 and 8. You (cuts on plates 7 and 8 are made with flanges that keep the springs from falling out. This eliminates the dangerous effect of torsional vibrations on the engine and transmission within operating conditions, and also reduces the stress in the transmission elements in the event of instantaneous dynamic loads with a sharp change in speed.
The hub 9 of the driven disk is installed on the splines of the input shaft of the gearbox with its protruding part towards the box.
The hub flange has six rectangular windows for the installation of pre-compressed damper springs 10 and three U-shaped cutouts measured along the circumference for the passage of the damper thrust fingers.
The damper springs 10 have different stiffness; stiffer springs are painted light-colored. The installation of two types of springs expands the characteristics of the damper as an absorber of system oscillations, increases the working area of the elastic element (springs) damper.
The fingers 6 of the damper, connecting the disk 5 with the front 7 and rear 8 damper plates, are the limiters of the action of the elastic element, thereby maintaining its strength. When the fingers 6 reach the edge of the U-shaped notches of the hub, the compression of the springs in the windows between the hub and the disk 5 with the damper plates stops, and the movement of the disk and plates relative to the hub also stops.
Friction rings 32, installed on both sides of the hub flange 9, are an element of the torsional vibration damper. From the front side of the hub flange 9, disk 5 is pressed against the ring 32, from the back - against the second same ring, the support ring 33, on which the Belleville spring 34 presses with its inner edge. The outer edge of the Belleville spring 34 rests against the damper plate 8. In the free state, the Belleville spring 34 has a conical shape, and after assembling the driven disk, it becomes flat.
The non-linear characteristic of the Belleville spring provides an almost constant axial force within its significant deformation, and therefore the wear of the rubbing surfaces of the friction rings 32 that occurs during the operation of the vehicle has little effect on the magnitude of the damping moment, and, consequently, its ability to dampen the torsional vibrations that occur in the engine and transmission.
The driven disk 5, the hub 9, the plates 7 and 8 with the springs 10 placed between them, two friction rings 32, the support ring 33 and the disc spring of the damper friction element, after the ends of the three fingers 6 are riveted, form one non-separable unit.
The magnitude of the friction moment of the damper friction element, which absorbs the energy of torsional vibrations of the engine crankshaft, depends on the material of the friction rings and the interference between the parts, which is determined by the height of the middle part of the thrust pins, the thickness of the rings 32, 33, the hub flange 9 and the force of the Belleville spring 34.
Friction linings 3, independently of one another, are riveted with six aluminum or copper rivets to the petals of the driven disk. The rivets, holding their lining, sink their heads into it, and holes are made in the opposite friction lining in these places.
When the clutch is engaged with such a friction lining mounting design, the clutch driven disc becomes flat gradually as the pressure on it increases, and the clutch is engaged smoothly, because due to the slipping of the disc until it is fully pressed, its transmitted torque increases gradually.
The clutch is disengaged when the clutch 21, moving along the fixed guide sleeve, presses through the thrust flange 18 and the friction ring 25 onto the petals of the diaphragm spring 2.
On the thrust ledges of the clutch 21, the clutch release fork 22 is supported and pressed against them by the spring 19, swinging on the ball bearing 23 and held on it by the plate 27. To prevent turning, the clutch release has flats.
To prevent the penetration of dust and dirt into the clutch housing, the window in the crankcase, which serves for the passage of the fork, is closed with a rubber cover 26.