PY160A平地机主离合器结构设计【说明书+CAD+SOLIDWORKS】
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湖 南 科 技 大 学 毕 业 设 计 开 题 报 告 学 院： 机电工程 专 业： 机械设计制造及自动化 学 号： 1103010115 指导老师： 陈立锋 姓 名： 蒋彭 日 期： 2015年 3月 31日 湖南科技大学2015届毕业设计（论文）开题报告题 目窗体顶端窗体底端 PY160A平地机主离合器结构设计作者姓名蒋彭学号1103010115所学专业机械设计制造及其自动化1、 研究的意义，同类研究工作国内外现状、存在问题（列出主要参考文献）研究意义： 离合器位于发动机和变速箱之间的飞轮壳内，用螺钉将离合器总成固定在飞轮的后平面上，离合器的输出轴就是变速箱的输入轴。在汽车行驶过程中，驾驶员可根据需要踩下或松开离合器踏板，使发动机与变速箱暂时分离和逐渐接合，以切断或传递发动机向变速器输入的动力。离合器是机械传动中的常用部件，可将传动系统随时分离或接合。对其基本要求有:接合平稳，分离迅速而彻底;调节和修理方便;外廓尺寸小;质量小;耐磨性好和有足够的散热能力;操作方便省力，常用的分为牙嵌式与摩擦式两类。对于手动挡的车型而言，离合器是汽车动力系统的重要部件，它担负着将动力与发动机之间进行切断与连接的工作。在城市道路或者复杂路段驾驶时，离合器成了我们使用最频繁的部件之一，而离合器运用的好坏，直接体现了驾驶水平的高低，也起到了保护车辆的效果。如何正确使用离合器，掌握离合器的原理以在特殊情况下利用离合器来解决问题，是每个驾驶手动挡车型的车友都应该掌握的。所谓离合器，顾名思义就是说利用“离”与“合”来传递适量的动力。离合器由摩擦片、弹簧片、压盘以及动力输出轴组成，它位于发动机与变速箱之间，用来将发动机飞轮上储存的力矩传递给变速箱，以保证车辆在不同的行驶状况下传递给驱动轮适量的驱动力和扭矩，属于动力总成的范畴。在半联动的时候，离合器的动力输入端与动力输出端允许有转速差，也就是通过其转速差来实现传递适量的动力。离合器分为三个工作状态，即踩下离合器的不连动，不踩下离合器的全连动，以及部分踩下离合器的半连动。当车辆起步时，司机踩下离合器，离合器踏板的运动拉动压盘向后靠，也就是压盘与摩擦片分离，此时压盘与飞轮完全不接触，也就不存在相对摩擦。当车辆在正常行驶时，压盘是紧紧挤靠在飞轮的摩擦片上的，此时压盘与摩擦片之间的摩擦力最大，输入轴和输出轴之间保持相对静摩擦，二者转速相同。 最后一种是离合器的半连动状态，压盘与摩擦片的摩擦力小于全连动状态。此时，离合器压盘与飞轮上的摩擦片之间是滑动摩擦状态，飞轮的转速大于输出轴的转速，从飞轮传输出来的动力部分传递给变速箱。这种状态下，发动机与驱动轮之间相当于一种软连接状态。一般来说，离合器是在车辆起步和换挡的时候发挥作用，此时变速箱的一轴和二轴之间存在转速差，必须将发动机的动力与一轴切开以后，同步器才能很好的将一轴的转速保持与二轴同步。挡位挂进以后，再通过离合器将一轴与发动机动力结合，使动力继续得以传输。在离合器中，还有一个不可或缺的缓冲装置。它由两个类似于飞轮的圆盘对在一起，在圆盘上打有矩形凹槽，在凹槽内布置弹簧，在遇到激烈的冲击时，两个圆盘之间的弹簧相互发生弹性作用，缓冲外界刺激，有效的保护了发动机和离合器。在离合器的各个配件中，压盘弹簧的强度、摩擦片的摩擦系数、离合器的直径、摩擦片的位置以及离合器的数目是决定离合器性能的关键因素。弹簧的刚度越大，摩擦片的摩擦系数越高，离合器的直径越大，离合器性能也就越好。随着科技的飞速发展，特别是液压技术、电子技术在汽车领域的广泛应用，汽车传动系发生了巨大的变化。作为传动系重要组成部件之一的离合器总成，担负着传力、减震和防止系统过载等重要作用。伴随着自动变速器技术及与之相配套的离合器技术的完善，离合器产品不论是性能结构方面还是生产制造方面都发生了很大变化。可见分析研究离合器，设计出最为稳定高效的离合器具有重大而现实的意义。随着汽车运输业的发展，离合器还要在原有的基础上不断提高改进，一适应新的使用条件。随着汽车发动机转速功率的不断提高和汽车电子技术的高速发展，人们对离合器的要求越来越高，离合器的使用条件也越来越苛刻。从提高离合器性能的角度出发，传统推式膜片弹簧离合器的结构正逐步地向拉式膜片弹簧离合器结构发展，传统的操纵形式正向自动操纵形式发展。因此提高离合器的可靠性和延长其使用寿命，适应发动机的高转速，增加离合器传递转矩的能力和简化操作，已成为离合器目前发展趋势。同类研究工作国内外现状国内：我国汽车离合器企业与国外企业相比处于明显劣势。在劳动力成本、售价、售后服务、客户关系和供应商关系等方面，我国企业处于明显优势，在市场营销能力、采购成本和交货期方面,我国企业与国外竞争者基本持平，在品牌价值、产品技术含量、产品质量、规模效应、生产效率、技术水平、研发能力和员工素质方面，我国企业与国际同类先进企业相比差距较大。在产品技术方面：国内汽车离合器企业经过不断地产品结构调整,国产膜片弹簧离合器的品种已经能全面覆盖国内重、中、轻、轿、微及农用等车型的需求，跟踪国外动力传动系统技术，研发新一代产品也取得了可喜成果，如双质量飞轮、液力变矩器、适用于300马力以上动力配套的由430拉式膜片弹簧离合器都获得了成功。国外：从国外的发展动向看，近年来汽车的性能在向高速发展，发动机的功率和转速不断提高，载重汽车趋向大型化，从而对汽车离合器的要求越来越高，因而对离合器的研究显得尤为重要。在国内：也有类似的情况出现，离合器的性能显得十分关键，没有一个好的离合器，汽车发动机的寿命将大大缩减。存在问题：主离合器从动盘的设计，主动机构的设计及其强度的保证，周布弹簧的选择2、 研究目标、内容和拟解决的关键问题（根据任务要求进一步具体化）研究目标：通过合理设计新的结构和运用已学知识，阅读大量文献，掌握机械设计的基本步骤和要求，以及传统的机械制图的步骤和规则；学会用AUTO CAD,solidworks等软件进行基本的二维或三维建模和制图，同时提高分析问题及解决问题的能力。提出将各种设计方法互相结合,针对不同的设计内容分别应用不同的方法,以促进其设计过程方法优化、设计结果精益求精，完成PY160A摩擦式主离合器的结构设计。研究内容：建立三维模型所需原始数据首先在网上通过产品中心查阅各种周布螺旋弹簧离合器的参数。再根据机械手册以及国家标准设计。从而运用三维软件进行三维造型。最后进行整体装配，最终三维模型。关键问题：（1）解决摩擦片寿命低问题。（2）解决摩擦片磨损严重问题。（3）如何改变设计及材料的选择，使得机构简单，结构紧凑。3、 创新之处（1）结构紧凑（2）体积小（3）工艺简化（4）成本相对较低（5）重量轻4、 拟采取的设计步骤、技术路线设计步骤：1.查阅产品基本参数（通过产品销售厂家）。2.研究并明白原产品的结构，原理。3.参考原产品结构，进行新的结果设计。4.建立solidworks三维模型。5.查阅机械手册与相应国家标准，确定与校核相对应参数。6.用确定的参数画出cad装配图，与非标准零件图。 技术路线： 首先了解本论题的研究状况，明确研究目的，确定研究方向；其次，进一步搜集阅读资料并研读文献，做好相关的记录，形成论题提纲，确定研究方案；再次，实施研究计划，现场测绘，完成相应计算，建立三维仿真模型，完成零件图装配图的绘制。最后，完成预期成果，编写设计说明书，反复修改，完成设计。5、 拟使用的主要设计、分析软件及仪器设备AutoCAD2010，solidworks6、参考文献1. 肖生发，赵树朋，汽车构造M（第二版）,北京：北京大学出版社,2012.72.胡忠举 陆名彰 ，机械制造技术基础M（第二版），中南大学出版社,2011.83. 王望予, 汽车设计M (第四版)、北京、机械工业出版社、2004.84.濮良贵，纪名刚，机械设计M（第八版），高等教育出版社，2005.125.潘存云，机械原理M（第二版），中南大学出版社，2011.11注：1、开题报告是本科生毕业设计（论文）的一个重要组成部分。学生应根据毕业设计（论文）任务书的要求和文献调研结果，在开始撰写论文之前写出开题报告。2、参考文献按下列格式（A为期刊，B为专著）A：序号、作者（外文姓前名后，名缩写，不加缩写点，3人以上作者只写前3人，后用“等”代替。）、题名、期刊名（外文可缩写，不加缩写点）年份、卷号（期号）：起止页码。B：序号、作者、书名、版次、（初版不写）、出版地、出版单位、出版时间、页码。3、表中各项可加附页。4湖 南 科 技 大 学英文文献翻译学 生 姓 名： 蒋 彭 学 院： 机电工程学院 专业及班级： 11级机设一班 学 号： 1103010115 指 导 教 师： 陈立锋 2015 年 5 月 30 日Transmission SystemA Basic Parts of the transmission systemThe transmission system applies to the components needed to transfer the drive from the engine to the road wheels. The main components and their purposes are(1) Clutch to disengage the drive to provide a smooth take-up of the drive(2) Gearbox to increase the torque applied to the driving road wheels to enable the engine to operate within a given range of speed irrespective of the vehicle speed to give reverse motion of the vehicle to provide a neutral position so that the engine can run without moving the vehicle(3) Final drive to turn the drive through 90 to reduce the speed of the drive by a set amount to match the engine to the vehicle(4) Differential to allow the inner driving road wheel to rotate slower than the outer wheel when the vehicle is cornering, whilst it ensures that a drive is applied equally to both wheels. B Clutch and Clutch ServiceIn order to transmit the power of the engine to the road wheels of a car, a friction clutch and a change-speed gearbox are normally employed. The former is necessary in order to enable the drive to be taken up gradually and smoothly, while the latter provides different ratios of speed reduction from the engine to the wheels, to suit the particular conditions of running,A clutch performs two tasks:(1) it disengages the engine from the gearbox to allow for gear changing.(2) it is a means for gradually engaging the engine to the driving wheels, when a vehicle is to be moved from rest the clutch must engage a stationary gearbox shaft with the engine; this must be rotating at a high speed to provide sufficient power or else the load will be too great and the engine will start (come to test).C Clutch Action To start the engine, the driver must depress the clutch pedal. This disengages the gearbox from the engine. To move the car, the driver must reengage the gearbox to the engine. However, the engagement of the parts must be gradual. An engine at idle develops little power. If the two parts were connected too quickly, the engine would stall. The load must be applied gradually to operate the car smoothly.A driver depresses the clutch pedal to shift the gears inside the gearbox. After the driver releases the clutch pedal, the clutch must act as solid coupling device. It must transmit all engine power to the gearbox, without slipping.The clutch mechanism include three basic parts: driving member, driven member, operating members. The driving memberThe driving member consists of two parts: the flywheel and the pressure plate. The flywheel is bolted directly to the engine crankshaft and rotates when the crankshaft turns. The pressure plate is bolted to the flywheel. The result is that both flywheel and pressure plate rotate together. The driven member The driven member, or clutch disc, is located between the flywheel and pressure plate. The disc has a splined hub that locks to the splined input shaft on the gearbox .Any rotation of the clutch disc turns the input shaft .Likewise, any motion of the input shaft moves the clutch disc. The splines allow the clutch disc to move forward and backward on the shaft as it engages and disengages.The inner part of the clutch disc, called the hub flange, has a number of small coil springs. These springs are called torsional springs. They let the middle part of the clutch disc turn slightly on the hub. Thus, the springs absorb the torsional vibrations of the crankshaft. When the springs have compressed completely, the clutch moves back until the springs relax. In other words, the clutch absorbs these engine vibrations, preventing the vibrations from going through the drive train. Operating MembersThese are the parts that release pressure from the clutch disc. The operating members consist of the clutch pedal, clutch return spring, clutch linkage, clutch fork, and throwout bearing. The clutch linkage includes the clutch pedal and a mechanical or hydraulic system to move the other operating members.When the clutch pedal is depressed, the clutch linkage operates the clutch fork .The clutch fork, or release fork, moves the throwout bearing against the pressure plate release levers. These levers then compress springs that normally hold the clutch disc tightly against the flywheel.At this point, the torque of the engine cannot turn the gearbox input shaft. The gears in the gearbox may be shifted or the vehicle can be brought to a full stop.When the clutch pedal is released, the pressure plate forces the clutch disc against the flywheel. The clutch return spring helps raise the pedal.D Clutch Service The major parts of the clutch assembly need no maintenance or lubrication during normal service. However, all linkage parts need lubrication at points of contact. The linkage itself must be adjusted to prevent wear of the clutch disc. Free-play AdjustmentYou can make only one adjustment on the clutch linkage the free-play adjustment. Free play is the allowable space between the throwout bearing and the pressure plate release levers. This space is important because it prevents pressure on the levers that could keep the clutch from engaging fully. In other words, the throwout bearing must be slightly away from the pressure plate levers so that the bearing applies no pressure on the levers. On the other hand, there must not be too much free play between the bearing and the levers. With too much clearance, the clutch cannot fully disengaged when the driver press the clutch pedal to the floor. In most cases, you measure the free play at the clutch pedal, rather than at the bell housing.The free play allows some motion at the beginning of the clutch pedal travel, before the pedal meets resistance. Since the distance varies with the type of pressure plate, check the service manual. Usually, free play should be about 20 to 25mm. Free play can be adjusted at some point where the clutch linkage consists of threaded rods with locknuts. The rod closest to the clutch fork is the most common adjustment point. Begin by locating the rod and locknut beneath the vehicle. Then determine which way to turn the adjustment nuts to get the correct free play at the pedal. You can get a rough estimate of free play by moving the clutch fork to see if it still has some movement. The best way to make the adjustment is to loosen the locknut and move the adjustment nut a few turns. Then check the free play at the pedal. Continue making adjustments until you have the correct free play. When the free-play adjustment meets the manufacturers specification, tighten the locknut. Check the free-play adjustment every six months and make any adjustment. Clutches need adjustment that often, since free play decreases slightly as the clutch disc wears. However, the need for frequent adjustments means a problem in the clutch mechanism itself. There must be free play between the throwout bearing and pressure plate release levers. Problems can result from “riding the clutch”. A driver who rests one foot on the clutch pedal causes the throwout bearing to rub against the clutch release levers. As a result, the throwout bearing becomes worn quickly. Also, the clutch disc may wear out due to slippage because the parts are not fully engaged. Clutch FaultsThe following are the main faults:Slip failure of the surface to grip resulting in the driven plate revolving slower than the engine flywheel : Clutch gets hot and emits an odor.Spin or drag failure of the plates to separate resulting in noise from the gearbox when selecting a gear: most noticeable when the vehicle is stationary.Judder a vibration which occurs when the clutch is being engaged , i.e. when the vehicle is stationary.Fierceness sudden departure of the vehicle even though the pedal is being released gradually.E The Clutches（supplementary contract）A clutch is a friction device used to connect and disconnect a driving force from a driven member. In automotive applications, it is used in conjunction with an engine flywheel to provide smooth engagement and disengagement of the engine and manual transmission.Since an internal combustion engine develops little power or torque at low rpm, it must gain speed before it will move the vehicle. However, if a rapidly rotating engine is suddenly connected to the drive line of a stationary vehicle, a violent shock will result.So gradual application of load, along with some slowing of engine speed , is needed to provide reasonable and comfortable starts. In vehicles equipped with a manual transmission, this is accomplished by means of a mechanical clutch.The clutch utilizes friction for its operation. The main parts of the clutch are a pressure plate, and a driven disk. The pressure plate is coupled with the flywheel, while the driven disk is fitted to the disk by the springs so that the torque is transmitted owing to friction forces from the engine to the input shaft of the transmission. Smooth engagement is ensured by slipping of the disk before a full pressure is applied.The automobiles are equipped with a dry spring-loaded clutch. The clutch is termed “dry” because the surfaces of the pressure plate and driven disks are dry in contrast to oil-bath clutches in which the plate and disks operate in a bath of oil. It is called “springloaded” because the pressure plate and the driven disk are always pressed to each other by springs and are released only for a time to shift gears or to brake the automobile.In addition to the plate and disk, the clutch includes a cover, release levers, a release yoke, pressure springs and a control linkage. The clutch cover is a steel stamping bolted to the flywheel. The release levers are secured inside the cover on the supporting bolts. The outer ends of the release levers are articulated to the pressure plate. Such a construction allows the pressure plate to approach the cover or move away from it, all the time rotating with the cover or move away from it, all the time rotating with the flywheel. The springs spaced around the circumference between the pressure plate and the clutch cover clamp the driven disk between the pressure plate and the flywheel.The springs are installed with the aid of projections and sockets provided on the cover and pressure plate. The pressure plate sockets have thermal-insulation gaskets for protecting the springs against overheating.The clutch release mechanism can be operated either mechanically or hydraulically. The mechanically-operated release mechanism consists of a pedal, a return spring, a shaft with lever, a rod m release yoke lever, a release yoke, a release ball bearing with support and a clutch release spring. When the clutch pedal is depressed, the rod and shaft with yoke shift the release bearing and support assembly. The release bearing presses the inner ends of the release levers, the pressure plate is moved away from the driven disk and the clutch is disengaged. To engage the clutch , the pedal is released, the release bearing and support assembly is shifted back by the return spring thus releasing the release levers so that the pressure plate is forced by its springs towards the flywheel to clamp the driven disk and engage the clutch.The clutch hydraulically-operated release mechanism consists of a clutch pedal , clutch release spring , a main cylinder , a pneumatic booster, pipelines and hoses and a lever of the clutch release yoke shaft. Time main cylinder accommodates a piston with a cup. The pneumatic booster serves to decrease the pedal force required disengage the clutch. The booster includes two housings with the servo diaphragm clamped in between. The housing accommodates pneumatic, hydraulic and servo plungers. When the clutch pedal is pushed, the fluid pressure from the main cylinder is transmitted through the pipelines and hoses to the hydraulic and servo plungers of the pneumatic booster.The servo arrangement is intended for automatic change of the air pressure in the pneumatic cylinder proportionally to the force applied to the pedal. The plunger moves with the diaphragm, the outlet valve closes and the inlet valve opens thus admitting the compressed air to the pneumatic plunger piston. The forces created by the pneumatic and hydraulic plungers are added together and are applied through the push rod to the release yoke shaft lever; the lever turns the shaft and the release yoke, thus disengaging the clutch. After the clutch pedal is released, the outlet valve opens and the air from the cylinder is let out to the atmosphere.Automatic clutches were used in certain U.S. and European cars. American Motors “E-Stick” clutch eliminated the need for physical operation of the clutch system called “Hydrak”, which consisted of a fluid flywheel connected to a single, dry disk clutch.In the “E-Stick” set up, the pressure plate levers “engage” the clutch disk rather than “release” them. Also, the clutch remains disengaged until a servo unit is applied by oil pressure when the shift lever is placed “in gear” with the engine running.The “Hydrak” unit also begins operation when the lever is “in gear”. This activates a booster unit, which disengages the clutch disk. The hydraulic clutch parts are bridged over by a free-wheel unit, which goes into action when the speed of the rear wheel is higher than the speed of the engine. A special device controls engagement of the mechanical clutch, depending on whether the rear axle is in traction or is pushed by car momentum.A more-or-les unusual clutch pressure plate set-up is used on late model Chrysler and American Motors cars. Called a semi-centrifugal clutch, the pressure plate has six cylindrical rollers which move outward under centrifugal force until they contact the cover. As engine speed increases, the rollers wedge themselves between the pressure plate and cover so that the faster the clutch rotates, the greater the pressure exerted on the pressure plate and disk.传动系统A 基本传动系统的组成部份传动系统是将发动机动力转移到驱动轮的结构。主要的结构和目的是：(1)离合器 分离驱动； 平顺的接合驱动；(2)变速器 增加提供给驱动轮的转矩； 使发动机能够在给定的速度范围里面运转而不考虑的车速； 使车辆的作倒退运动； 提供一个齿轮的空档以便发动机能不需要移动车辆就运转；(3)减速器 使驱动转向90 ； 减少一定的驱动转速并增大输入转矩；(4) 差速器 当车辆转弯行驶时允许内侧驱动轮比外侧驱动轮慢，同时驱动相等地作用于两轮。 B 离合器和离合器功用为了要将发动机动力传递到汽车驱动轮，通常使用磨擦离合器和变速器的组合。前者是为了要逐渐地而且平顺地接合并传递驱动 , 这是必需的，同时后者按不同比率减少两轮转速以适合特殊驾驶情况。离合器运行的二个作用：(1) 它将发动机与变速器分离使其换档；(2) 它可以解释为逐渐的接合驱动车轮与发动机 ；离合器必须以高速的转动来产生足够的动力，否则会因负荷过大，导致发动机熄火。 (进入静止状态)C 离合器工作原理为了启动发动机，驾驶员首先得踩下离合器踏板，使发动机与变速器分离。 为了使汽车能够行驶，驾驶员必须再接合发动机与变速器。然而，这种接合得是逐渐进行的。发动机在不工作状态时只能产生极小的动力。如果二个部份连接太快，发动机将会熄火。同时负荷必须被逐渐地加载才可以平顺地驾驶汽车。驾驶员踩下离合器踏板并挂档变速器。在驾驶员松开离合器踏板之后，离合器成为一个结合装置，将所有的发动机力量传递到变速器，而不会打滑。离合器机构包括三个基本的部份：主动部分，从动部分，操纵机构。主动部分主动部分分为两个部份: 飞轮和压力盘。飞轮直接地被闩在发动机的传动轴上并且随之一起转动。压力盘被闩在飞轮端面上与飞轮一起转动。从动部分从动部分，或离合器盘，位于飞轮和压力盘之间。离合器盘上有一个花键毂用来扣在变速器上与从动轴连接。离合器盘的任何转动都将带动从动轴转动，同样地，从动轴的任何运动都将传递到离合器盘。从动盘在从动轴上的前后移动、分离啮合通过滑动花键得以实现。离合器盘的内部，叫做法兰盘毂，有若干的小螺旋弹簧。这些弹簧叫做扭力弹簧。它们让离合器盘的中央部份在毂上些微地转动，因此弹簧吸收传动轴的扭转振动。当弹簧完全压缩时，离合器压回到原始位置，直到弹簧松开。换句话说，离合器吸收这些发动机振动，防止振动影响到驱动齿轮 操纵机构这些部份是用来释放离合器盘压力。操纵机构包括有离合器踏板，离合器回位弹簧，离合器联动装置，分离叉和分离轴承。离合器联动装置包括离合器踏板和机械的或液压系统用来联动另外的操纵机构。当离合器踏板被踩下的时候，离合器联动装置操纵着分离叉。分离叉，或者叫释放叉，使分离轴承反向于压力盘的分离杠杆移动。然后这些杠杆压缩弹簧将飞轮和离合器盘紧紧地撑开。此时，发动机的转矩还不能够带动变速器传动轴。变速器档位可能会因此加高或者导致车辆停止。当离合器踏板被松开的时候，压力盘强制性的将飞轮与离合器盘分开。在离合器回位弹簧的帮助下踏板逐渐的升起。D 离合器功用离合器的主要部份在正常的服务期间不需要维护或者是润滑。然而，所有的联动装置部份在接点处是需要润滑的。联动装置本身需要一定的调整从而避免发生与离合器盘的磨损。 自由行程调整你只能在离合器联动装置上作一个调整自由行程的调整。自由行程是存在于离合器盘分离杠杆和分离轴承中允许的空间里的一段行程。这个空间是非常重要的，因为它能抵制杠杆上的压力从而组织离合器的啮合。换句话说，分离轴承些微地离开压力盘杠杆使轴承不产生作用于杠杆的压力。另一方面，在轴承和杠杆之间又不能有太多的自由行程。如果有太多的间隙，即使当驾驶员将离合器踏板踩死，离合器也不能够完全的起到分离作用。在大部份的情形下，你应该在离合器踏板上测量自由行程，而不是在外壳。在踏板遇到阻力之前，在刚踩下踏板的时候，自由行程允许一些移动发生。当距离随着压力盘的类型的改变而改变时，核对服务手册来确定自由行程。通常自由行程应该是大约 20 到 25 毫米。 在由穿杠和锁紧螺母组成的离合器联动装置的地方自由行程可以被调整。最接近分离叉的竿是最常用的调整点。从在车辆之下寻找竿和锁紧螺母的位置开始。然后决定选一种调整螺母的方法来获得正确的踏板自由行程。如果它仍然有一些移动，你能通过移
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