Clutch 6 - Disc
Provide for an engaging of the clutch free of jerk, compensate tolerances between the surfaces of the pressure plate and the flywheel and diminish
resonance in case of the one-piece
flywheel of the gearbox.
How it works
In the picture on top you can see in addition to the carrier plate, the spring mounted intermediate layers to the left and to the right. On those the front coatings are riveted. They ensure that the friction surfaces, when the
clutch is engaged, fit steadily and enable a soft initial drive. On the inside the clutch disc is connected via a multiple tooth system with the transmission's input shaft, axially movable and rotary-solidly. The tooth system
enables the clutch disc to come loose of the flywheel when removing the pressure ring. If the shifting is not possible, e.g., due to rust or if the clutch disc has too much impact, the clutch does not disengage completely
and noises during the switching of gears indicate that the gearbox synchronisation is not fully separated.
While engaging the clutch it is clamped between pressure plate and flywheel. If there is no dual mass flywheel mounted, the attached tangential coil springs, (see picture on the inside) allowing a limited radial twist,
provide for a damping of gearbox noises (clacking) and other vibrations in the intermediate layers.
Clutch disc linings are produced of organic materials. The resins contained in it serve as a binding agent.
If the clutch disc are examined for a possible defect, besides the visual inspection with control of the thickness of the coating may also be useful a check for disc run-out.
Older coatings of clutch discs can contain asbestos. The coating dust should not be inhaled.
|Demands on the brake linings|
|High heat resistance|
|High wear resistance|
|Even at high temperatures, high coefficient of friction|
|Sort of linings|