Module in Underchassis
Module in Underchassis
Module in Underchassis
In
Under Chassis Components Servicing,
Repairing and Maintenance
(AT 5)
Instructor
Page
Introduction 1
Module 1 2
Lesson 1
Automotive Drive Train and Chassis Unit 2
Lesson 2
The Clutch Assembly 5
Lesson 3
Manual Transmission 17
Module 2 34
Lesson 4
Drive Lines 34
Lesson 5
Differential and Rear Axles 40
Lesson 6
Spring and Suspension System 45
Module 3
Lesson 7
Steering System 51
Lesson 8
Wheel Alignment 55
Lesson 9
Brake System 60
The course is divided into three (3) modules for the three terms, the Prelim, Midterm,
and Final. Each lesson divided equally to meet the objectives of the course.
The Automotive Drive and Drive Lines Front Wheels Systems and
Chassis Unit Alignment
In addition to front-wheel and rear-wheel drive, some vehicles of various brands have
four-wheel drive or all-wheel drive. Automotive vehicles equipped with car-wheel drive
engines used transmission while front-wheel drive and all-wheel drive engines use
transaxle.
Chassis Unit
The remaining parts which are not directly involved in the development and
transmission of engine power to the wheels is called the chassis unit. It maintains the
smooth transmission of engine power and support the proper operation of the car. The
automotive chassis includes the suspension, steering and braking systems. It also
consists of the frame, active suspension including the springs, shackles, shock
absorbers, stabilizer, radius rods and balances, and tires. The tires provide the contract
between the vehicle and the road.
DATE:____________________ Year./Course________________
Guide Question:
1. What is the main function of the power or drive train?
Introduction
• Clutch
– Found on vehicles with manually shifted transmissions
– Disengages engine from transmission
– Releases engine from transmission during gear shifts
– Driver controls clutch application from inside the vehicle with a clutch
pedal
• Engine does not make sufficient torque at lower rpm to be able to
move the car
• Clutch must gradually couple rear wheels to engine
Purpose of the clutch
The clutch assembly is a form of coupling between the engine and the
transmission. It permits the driver to couple and uncouple and engine to the
transmission. With the engine coupled, power is delivered to the transmission and when
uncoupled the engine runs freely without delivering power to the transmission.
The main purpose of the clutch is to temporarily engage and disengage the
power of the engine to the transmission so that transmission gear can be shifted.
Without this engaging and disengaging action of the clutch, it would be difficult to mesh
or demesh the transmission gears. Any effort to force it will destroy the parts.
Clutch Parts and Operation
• Clutch parts
– Flywheel
– Pressure plate
– Friction disc
– Release mechanism
Clutch Disc
• Characteristics
– Clutch hub: inner part of disc and has splines
– Torsional dampers: absorb shock
– Clutch disc has facings made of friction material
• Contain molded or woven asbestos
– Facings riveted to both sides of cushion plate
• Cushion plate is riveted to disc plate
– Clutch is engaged: air is trapped in grooves
• Clutch is released: trapped air pushes disc away from pressure
plate and flywheel
Pressure Plate
• Pressure plate is cast iron plate
– Part of cover assembly
• Cover assembly is bolted to the flywheel
– Clutch disc is wedged between pressure plate and flywheel
– Space between pressure plate and flywheel is less than thickness of
clutch disc
Coil spring
Diaphragm
Release Levers
• Attached to cover assembly at pivot points
– Pushing clutch pedal moves pivot lever
• Pulls pressure plate away from flywheel
• Advantages of coil springs
– More coil springs can be installed
– Centrifugal force applies clutch more tightly
• Disadvantages of coil springs
– More pedal pressure required
– Clutch applied less heavily as disc wears
– Must be precisely balanced after assembly
Diaphragm Clutch
• Diaphragm spring replaces release levers and coil springs
Figure2. 7 This front-wheel drive transaxle does not use a pilot bearing
Release Bearing
• Allows pressure plate release mechanism to operate as crankshaft rotates
– Slides on the front transmission bearing retainer
– Lubricated and sealed at the factory
Clutch Fork
• Release bearing hub has provision to attach it to the clutch fork
– Clutch fork fits between release bearing and clutch cable or linkage
• Has pivot shaft, pivot ball, or raised area in the bell housing off
which it pivots
Figure2.9 The clutch fork fits between the release bearing and the clutch linkage
• Characteristics
– Hydraulic clutches are found on many manual transmission–equipped
vehicles
– Master cylinder input piston: connected to clutch pedal
– Output piston: located in reaction or actuator cylinder (i.e., slave cylinder)
– Difference between clutch master cylinder and brake cylinder
• Clutch master cylinder does not have a fill port or residual check
valve
Note. The spring at the right side of the self-adjusting slave cylinder
Electronic Clutch
The electronic clutch was developed for racing vehicles to improve the getaway
performance. For production vehicles, a strategy has been developed to interpret the
driver’s intention. With greater throttle openings, the strategy changes to prevent abuse
and drive line damage. Electrical control of the clutch release bearing position is by a
solenoid actuator, which can be modulated by signals from the ECU this allows.
DATE:____________________ Year./Course________________
B. Discussion
1. What is the main purpose of clutch?
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2. Name the parts of a typical friction clutch and define the purpose of each.
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3. What are the other type of clutches?
Synchronizer Assemblies
Synchronizer assemblies are used to make all forward shifts and to assist
reverse gear engagement. The role of the synchronizer is to allow smooth gear
engagement. It acts as a clutch, bringing the gears and shaft to the same speed before
engagement occurs. Synchronizers components help make the speeds equal while
synchronizing the shift.
Synchronizer Components
The speed gear is mounted on the output shaft. A needle roller bearing is
installed between the speed gear and the output shaft, allowing the gear to rotate
freely on the shaft.
The synchronizer ring – also called a blocker ring – is made of brass and is
installed on the conical portion of the gear. Narrow grooves are cut in the inside
area of the synchronizer ring to provide the necessary clutch action of the gear.
Three equally spaced slots are cut on the outside surface for the synchronizer
keys to fit into.
Two key springs are installed, one on each side of the clutch hub to hold the
synchronizer keys in place against the hub sleeve.
The clutch hub is fit to the output shaft on splines and is secured by a snap ring.
Three synchronizer keys are installed in the three equally spaced slots in the
clutch hub and are aligned with the slots in the synchronizer ring.
The hub sleeve has internal splines that slip over the clutch hub splines,
engaging the spline teeth of the speed gear. An internal groove cut in the center
of the hub sleeve splines centers the hub sleeve. The hub sleeve is indexed by
the three spring loaded synchronizer keys.
Synchronizer Operation
When the transmission is in neutral, the hub sleeve groove fits onto the
synchronizer key detent. This allows the gears to free wheel on the output shaft.
As the clutch pedal is depressed and the shift lever is moved into a gear, three
stages are involved for the gearshift to occur.
First, the sleeve is moved toward the gear by the shift lever and engages the
hub assembly
Second, the movement of the sleeve causes the inserts to press the blocking
ring onto the cone of the gear
Roller Bearings
Roller bearings can handle large side loads, but provide no thrust support.
They are located on the engine side of the input and output shafts.
Ball Bearings
Ball bearings are used as support bearings opposite the roller bearing on
the input and output shafts because they can handle a moderate to high thrust
load as well as side load.
Tapered Roller Bearings
Tapered roller bearings handle large side and thrust loads and are used in
pairs with the cones and cups facing in opposite directions on the ends of the
same shaft. Some method of preload adjustment is typically provided for this type
of bearing. The differential on all transaxles and the output shaft on the E series
transaxles are supported by tapered roller bearings. Preload is adjusted by
placement of the correct size shim at the bearing outer race.
NAME: ______________________________________________
DATE:____________________ Year./Course________________
Lesson 4
Drive lines
Objectives;
Drive line
Figure 4.1 a two-piece driveshaft that uses three universal joints. The front section is
supported at its rear by a center support bearing.
A vehicle with front engine and rear-wheel drive has a long propeller shaft
or driveshaft extending from the transmission to the rear axle (4.1). Front-wheel
vehicles usually have the engine transaxle mounted transversely. Short drive
shafts or half shaft extend front the transaxle to the front wheel. (Pls. see Figure
4.2)
Angularity Limits
The varying angle between the turning shafts must be less than 40
degrees. If it exceeds the maximum allowable angle, the transmission of power is
difficult because the turning force applied to one shaft would just simply turn the
cross around on its other yoke axis without turning the other shaft. Also, as the
angle gets bigger, the friction becomes greater resulting to excessive wear of
parts. It is therefore advisable that the angle should maintain its smaller size.
Center Bearing
In the case of long trucks and some passenger automobiles, the drive shaft is
divided in two lengths and a supporting center bearing is utilized. This type of bearing is
used to stabilize the shaft and reduce vibration and “whip”. The whip comes from the
centrifugal force aided by any unbalance that may exist in the shaft.
NAME: ______________________________________________
DATE:____________________ Year./Course________________
Lesson 5
Differentials and Rear axles
Objectives:
Describe the construction and operation of the differentials
Differentiate live from dead axles
3. Intermittent Noise
An intermittent noise maybe caused by any of the following
a. Warped ring gear
b. Loose ring gear rivets or screws
c. Ring gear improperly installed on differential case due to dirt or burrs
NAME: ______________________________________________
DATE:____________________ Year./Course________________
Lesson 6
Spring and suspension system
The frame: This supports the car weight and engine (supported by the
suspension).
Suspension
One of the most important part of your car is the suspension, the suspension
prevent you from shaking your car into pieces as you drive tons of metal at fast
Torsion bars
Torsion bars use the twisting properties of a steel bar to provide coil-
spring-like performance. This is how they work: One end of a bar is anchored to
the vehicle frame. The other end is attached to a wishbone, which acts like a
lever that moves perpendicular to the torsion bar. When the wheel hits a bump,
vertical motion is transferred to the Wish bone and then, through the levering
action, to the torsion bar. The torsion bar then twists along its axis to provide the
spring Force.
Figure6.4 Longitudinal torsion bars attach at the lower control arm at the front and at
frame at the rear of the bar.
Anti-sway bars
Anti-sway bars (also known as anti-roll bars) are used along with shock
absorbers or struts to give a moving automobile additional stability. An anti-sway
bar is a metal rod that spans the entire axle and effectively joins each side of the
suspension together. When the suspension at one wheel moves up and down,
the anti-sway bar transfers movement to the other wheel. This creates a more
level ride and reduces vehicle sway. In particular, it combats the roll of a car on
its suspension as it corners.
Air springs
DATE:____________________ Year./Course________________
DATE:____________________ Year./Course________________
Lesson 8
Wheel Alignment
Objectives:
Define the term “wheel alignment”
Inspect tires, steering, and suspension systems before alignment
Check and adjust caster, camber, and toe
Summarize alignment equipment variations
Introduction
• Wheel alignment involves positioning the vehicle's tires so they roll properly
• Essential to safety, fuel economy and tire life
• A vehicle may require an alignment if:
– Damage to any steering or suspension parts or mounting locations
– Engine cradle damage or position change or suspension or steering parts
removed
– Damage to major structural components
Wheel Alignment Basics
• Caster is the angle of the steering axis of a wheel from true vertical, and has little
effect on tire wear
• Positive caster tilts the tops of the steering knuckles toward the rear of the
vehicle
• Negative caster tilts the tops of the steering knuckles toward the front of the
vehicle
• Unequal caster will cause the vehicle to steer toward the side with less caster
• Most common problem affecting caster is worn strut rod and control arm
bushings
Camber
• Camber is the angle represented by the tilt of the wheels inward or outward from
the centreline
• Positive camber has the top of the wheel tilted out, when viewed from the front
• Negative camber has the top of the wheel tilted inward when viewed from the
front
• Camber is controlled by the control arms and their pivots
• Camber is affected by worn or loose ball joints, control arm bushings, and wheel
bearings
Figure8.2 Camber is the tilt of the wheel in or out from the centerline
when viewed from the front of the vehicle.
Toe
• Toe is the difference in the distance between the front and rear of the left- and
right-hand wheels
• Toe is critical to tire wear
DATE:____________________ Year./Course________________
Brake Linings
• Linings are bonded or riveted to disc backing
– Newer pads integrally molded
• Lining types
– Asbestos linings: health hazard
– Semi metallic linings: sponge iron and steel fibers
– Metallic linings: used in heavy-duty and racing conditions
– Ceramic linings: use ceramic and copper fibers to control heat
Drum brakes
• Used on rear of many vehicles
• When applied, brake shoes move outward against rotating brake drum
• When drum slows and stops, wheels also slow and stop
• Economical to manufacture, service, repair
• Used on front of most vehicles and rear of many
• Squeezes brake pads on both sides of rotor or disc attached to wheel
• Wheel slows and stops
Figure9.3 DOT specification for both dry and wet boiling points of polyglycol brake
fluids
Brake Hose and Tubing
• Steel hydraulic brake tubing
– Runs the length of the vehicle
– Rubber hoses connect steel tubing to other components
• Flexibility needed to allow wheels to pivot
• Brake lines
– Made of double-walled steel tubing coated with rust-preventative material
– Replacing brake lines: copy originals as closely as possible
Disc Brakes
• Brake calipers
– May have tabs on pad back that need to be bent during installation