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4) The Clutch
Since the Engine
is rotating at about 8-900 rpm while the Car is stationary/ready to take
off, you need an 'interface' to 'smoothly' transfer the engine power to
the wheels via the GB. In a Car, such an interface takes the shape of a
'Clutch', which is the 'coupling' between the engine and the GB/Wheels.
A Clutch essentially comprises four elements i.e. i) The Fly Wheel, which
is an integral part of the Engine; ii) The Clutch 'Disc', which is basically
a circular flat disc lined with hard wearing friction material on its both
sides; iii) The 'Pressure Plate', which is also mounted on the Fly Wheel
- ' Sandwiching' the Clutch Plate in between; and iv) A Pressure Plate Actuating
Mechanism, controlled by the 'Clutch Pedal' under the Driver's foot.
When there is no Driver-foot pressure on the Clutch Pedal, the Pressure
Plate above 'clamps down' the Clutch Plate 'almost' rigidly with the FW,
such that all the Engine Power is thus transmitted to the Wheels via the
Gear Box.
On the other hand, when the Clutch Pedal if fully 'floored', the Pressure
Plate 'retracts' completely and the Clutch Plate otherwise 'sandwiched'
between it and the Fly Wheel becomes free and thus the Engine effectively
gets 'de-coupled' from the Gear Box/Wheels.
So it can be imagined that for 'intermediate' clutch pedal positions, the
'de-coupling' of the Engine from the Gear Box Wheels is 'progressive' -
in either direction i.e. engaging/dis-engaging. And in a healthy Clutch
Assy, it's quite 'smooth/jerk free' - PROVIDED the Clutch Pedal depression/release
is equally 'controlled' too. |
