Clutch model YaMZ-181, 182 cars MAZ

Model 182 diaphragm clutch (Fig. 1) consists of driving and driven parts, as well as parts of the clutch release mechanism installed in the clutch housing

The leading part of the clutch - pressure plate 2 with a casing is mounted on the engine flywheel and fastened with M10 bolts (12 pcs.) On a diameter of 450 mm.

Centering is carried out on a cylindrical groove with a diameter of 475 mm on the flywheel and clutch cover.

The pressure plate is connected to the casing with 4 packs of plates that provide centering, axial movement and transmission of torque from the casing to the pressure plate.

To prevent rotation of the diaphragm spring relative to the casing and pressure plate, 6 pairs of bushings with special brackets are installed.

The use of these brackets allows you to maintain constant contact between the pressure plate and the spring and ensure that the first one leaves when the clutch is released.

Driven disc 1 is installed between the flywheel and the pressure plate and is centered on the splines of the gearbox input shaft.

In clutches of this type, a driven disk with a spring-friction type damper with elastic fastening of one of the friction linings is used.

Thanks to this, the clutch reduces the dynamic loads on the transmission during sudden starts (starting off, shifting gears), and also eliminates resonance phenomena and reduces the maximum “peak” torque values ​​\u200b\u200bduring steady vehicle movement.

The fastening of the friction linings is shown in fig. 2.

The clutch release mechanism consists of a clutch 4 (Fig. 1) with a bearing, a fork 6 and a roller 8. The clutch is connected through a thrust ring 3 to a diaphragm spring using a locking device.

Retract spring 7 (Fig. 1) prevents rotation and axial movement of the sleeve 7 (Fig. 3) relative to the thrust ring 1 (Fig. 3).

As the friction linings wear out, the clutch release clutch 4 (Fig. 1) moves along with the spring towards the flywheel, while the design of the clutch release drive of a car or other vehicle ensures that the fork 6 (Fig. 1) turns clockwise after selection clearance between the fork legs and the clutch due to periodic adjustment of the drive or gradual rotation due to the design of the hydraulic drive.

The design of the locking device is shown in fig. 3.

It includes a thrust ring 1, a clutch bearing bush 7 with a shaped groove, an O-ring 2, and a locking ring 5.

The thrust ring 1 is installed on the diaphragm spring when assembling the pressure plate with the casing and is held by the spring washer 3 and the retaining ring 4. In the figure, the clutch is locked (connected) to the thrust ring.

Inside the sleeve of the clutch bearing 7, a safety ring 6 is installed, which has a protruding mustache on the outside, preventing the disconnection of the clutch release clutch and thrust ring 1.

The clutch is disengaged by turning the shaft clockwise.

The permissible direction of movement of the clutch and rotation of the shaft to disengage the clutch is shown in fig. 1 arrows. Moving the coupling and turning the shaft in the opposite direction is not allowed.

Clutch maintenance

Types and frequency of maintenance of the clutch correspond to the types and frequency of maintenance of the engine.

Clutch maintenance includes a daily check of the operation of the clutch on the vehicle, as well as, after one TO-1 (after 500 hours) and at each TO-2, lubricate the clutch release clutch with the bearing and the clutch release fork roller.</p >

Daily inspection of vehicle clutch operation includes checking for slippage, "driving" and extraneous noises and knocks.

Clutch slip is detected during gear shifting, when the vehicle speed does not increase after releasing the clutch pedal and a sharp increase in engine speed.

Clutch “driving” (incomplete disengagement) has several characteristic features:

1. • Enabling synchronized transmissions is difficult;
2. • the inclusion of unsynchronized gears occurs with a characteristic rattle in the gearbox;
3. • The vehicle is in low gear and the clutch pedal is depressed.

Lubrication is supplied to the coupling through the hose lubricator until grease appears in the gap between bearing sleeve and deflector.

The clutch release fork roller is lubricated through two grease fittings, making two strokes with a syringe.

To ensure normal operation of the clutch, periodically check the correct adjustment of the clutch actuator.

The frequency and procedure for monitoring and adjusting the clutch actuator is determined by the vehicle operating manual.

Removing the clutch from the engine

Remove the clutch from the engine with the gearbox installed in the following order:

• 1. Loosen the nut securing the lubrication hose.
• 2. Push the lubricant hose into the cavity of the clutch housing.
• 3. Remove the gearbox, leaving the clutch release on the diaphragm spring retainer.
• 4. Align the semicircular groove on the clutch release clutch in its front part with the protruding mustache of the safety ring 6 (Fig. 3) and, having sunk it with some object, hold it in the recessed position through the central hole of the clutch release clutch.

• 5. Rotate the locking ring 5 (Fig. 4) relative to the sleeve 6 so that the protrusions of the ring coincide with the grooves of the sleeve (position “d”).
• 6. Push the clutch towards the flywheel until it stops, while the spring ring 4 will come out of the shaped groove of the thrust ring and stand in a rectangular position (position "D")
• 7. Disconnect the clutch by moving it in the opposite direction (away from the flywheel), while the spring ring remains in the rectangular groove of the thrust ring (position “e”), and then removed from it.
• 8. Remove the pressure plate with the casing, for which unscrew the clutch mounting bolts, gradually in several stages, avoiding significant distortions of the pressure spring.

Mounting the clutch on the engine

The clutch is installed on the engine in the following order:

• 1. Using a special mandrel, install the driven disk on the flywheel, while the friction lining riveted to the spring plate should be located to the pressure plate, and the elongated part of the hub should be outward (away from the engine).
• 2. Install the pressure plate with casing assembly, ensuring the alignment of the mounting holes of the clutch casing and the flywheel.
• 3. Tighten the clutch bolts by hand to a depth of at least 4 mm.
• 4. Tighten the clutch mounting bolts to 60.. .70 Nm in several steps, evenly pulling the pressure plate with the casing to the flywheel, avoiding significant distortions of the pressure (diaphragm) spring.
• 5. Using a special mandrel, center ring 3 (Fig. 1) relative to the axis of the engine crankshaft.

The design of the locking device of the clutch release mechanism requires special rules for installing the gearbox on the engine.

The main positions of the locking device are shown in fig. 4.

The gearbox is installed and the clutch release clutch is engaged with the diaphragm spring thrust ring in the following order (the lever is located on the left side of the engine):

• 1. Turn locking ring 5 on the coupling so that its protrusions do not coincide with the grooves of the coupling bearing bush (position “a”).
• 2. Make sure that the clutch release clutch is retracted all the way into the bearing cover of the input shaft of the gearbox with the spring 7 fig. 1.
• 3. Install the gearbox and secure with two bolts.

Do not allow the clutch release clutch to move towards the flywheel after it has been connected to the pressure spring

• 4. Move the clutch release clutch to the thrust ring until it stops, for which, using the technological lever, turn the shaft of the clutch release fork counterclockwise.

The spring ring thus falls into the shaped groove of the thrust ring (position b, Fig. 4).

• 5. By turning the clutch release fork shaft clockwise, move the clutch away from the engine (B position).
• 6. Make sure the clutch release clutch is engaged with the thrust collar by applying additional force to the clutch away from the engine.
• 7. Finally fix the gearbox.

Checking the quality of the clutch installation (lack of “leading”, control of the torque on the fork shaft) is carried out with the engine off.

To do this, it is necessary to turn the fork shaft by an angle of 9°30’ - 11° clockwise, which corresponds to the movement of the coupling by 11-13 mm from the engine.

In this case, the output shaft of the gearbox, with the gear engaged, must rotate when a torque of not more than 5 Nm (0.5 kgcm) is applied.

Turn the clutch release fork shaft clockwise untilazan in fig. 1.

Possible malfunctions and solutions

Slippage:

1. Driven disc friction linings worn - Replace linings or driven disc.
2. Oil in contact with clutch friction surfaces through engine or transmission seals - Remove oil, repair oil leak.
3. Comp spring broken - Replace pressure spring or pressure plate with casing and spring assembly.
4. Clutch partially disengaged due to faulty release actuator - Repair clutch release actuator.

Clutch guidance:

1. Clutch release actuator does not provide required release clutch travel - Check clutch release actuator operation and repair
2. Pressure plate warped - Replace pressure plate with shroud assembly
3. Drive plate runout due to warping - Replace drive plate
4. Drive plate lining failure - Replace drive plate or linings