Lawn mower blade clutch. Lawn mower blade clutch

US20100005768A1. Adaptive soft start system for mower blade clutch engagement. Google Patents

Publication number US20100005768A1 US20100005768A1 US12/170,567 US17056708A US2010005768A1 US 20100005768 A1 US20100005768 A1 US 20100005768A1 US 17056708 A US17056708 A US 17056708A US 2010005768 A1 US2010005768 A1 US 2010005768A1 Authority US United States Prior art keywords engine speed soft start clutch start system microcontroller Prior art date 2008-07-10 Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.) Granted Application number US12/170,567 Other versions US8056695B2 ( en Inventor Carl S. Silbernagel Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.) Deere and Co Original Assignee Deere and Co Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.) 2008-07-10 Filing date 2008-07-10 Publication date 2010-01-14 2008-07-10 Application filed by Deere and Co filed Critical Deere and Co 2008-07-10 Priority to US12/170,567 priority Critical patent/US8056695B2/en 2008-07-10 Assigned to DEERE COMPANY reassignment DEERE COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SILBERNAGEL, CARL S. 2010-01-14 Publication of US20100005768A1 publication Critical patent/US20100005768A1/en 2011-11-15 Application granted granted Critical 2011-11-15 Publication of US8056695B2 publication Critical patent/US8056695B2/en Status Active legal-status Critical Current 2030-06-09 Adjusted expiration legal-status Critical

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Classifications

• A — HUMAN NECESSITIES
• A01 — AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
• A01D — HARVESTING; MOWING
• A01D69/00 — Driving mechanisms or parts thereof for harvesters or mowers
• A01D69/08 — Clutches

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D48/00 — External control of clutches
• F16D48/06 — Control by electric or electronic means, e.g. of fluid pressure
• F16D48/064 — Control of electrically or electromagnetically actuated clutches

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D2500/00 — External control of clutches by electric or electronic means
• F16D2500/10 — System to be controlled
• F16D2500/104 — Clutch
• F16D2500/10406 — Clutch position
• F16D2500/10437 — Power Take Off clutch

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D2500/00 — External control of clutches by electric or electronic means
• F16D2500/10 — System to be controlled
• F16D2500/11 — Application
• F16D2500/1102 — Lawnmower

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D2500/00 — External control of clutches by electric or electronic means
• F16D2500/30 — Signal inputs
• F16D2500/302 — Signal inputs from the actuator
• F16D2500/3022 — Current

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D2500/00 — External control of clutches by electric or electronic means
• F16D2500/30 — Signal inputs
• F16D2500/306 — Signal inputs from the engine
• F16D2500/3067 — Speed of the engine

• F — MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
• F16 — ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
• F16D — COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
• F16D2500/00 — External control of clutches by electric or electronic means
• F16D2500/70 — Details about the implementation of the control system
• F16D2500/704 — Output parameters from the control unit; Target parameters to be controlled
• F16D2500/70402 — Actuator parameters
• F16D2500/70418 — Current

Abstract

An adaptive soft start system for mower blade clutch engagement includes an engine speed sensor providing engine speed inputs to a microcontroller that provides electrical power to an electromagnetic clutch for engaging an engine to at least one mower blade. The microcontroller repeatedly computes the rate of change of engine speed during mower blade clutch engagement and modulates the electrical power to the electromagnetic clutch each time the rate of change of engine speed is outside minimum or maximum thresholds.

Description

This invention relates to mowing machines for cutting grass and other vegetation, and more specifically to electromagnetic clutches for transmission of power from a lawn mower engine to one or more mower blades.

Electromagnetic clutches typically are used to transmit power from a lawn mower engine to two or more cutting blades mounted on spindles under a mower deck. The electromagnetic clutches are designed to engage very quickly to minimize clutch plate wear. However, a disadvantage of the sudden engagement is that engine speed may droop. As a result, the mower deck may vibrate and shake until the rotational speed of the blades and spindles increases sufficiently.

Soft engagement electronic control systems or modules have been proposed that are intended to reduce the suddenness of the clutch engagement, by modulating the voltage applied to the electromagnetic coils. The soft engagement should allow the clutch plates to slip for a longer period while reducing engine droop and other undesirable characteristics of a hard start.

For example, U.S. Pat. No. 5,094,332 relates to a soft start controller for regulating the engagement and disengagement of an electromagnetic clutch. A microprocessor may be programmed to regulate the current controller such that the electrical current which is supplied to the clutch during the engagement process follows a selected one of three clutch energizing current curves, or any other curve which may be programmed into the memory circuit. The microprocessor is programmed to select one of the curves before the engagement sequence begins in response to the status of one or more parameters sensed by sensors such as a speed sensor, temperature sensor, engine vacuum sensor and level sensor.

However, conditions may change once the operator actuates the clutch engagement control and as the clutch moves into engagement. For example, the amount of grass and debris buildup under the mower deck may change, and there may be swings in engine power, during the engagement process. Additionally, clutch face wear and belt wear may change the engagement dynamics. As a result, a clutch energizing curve selected at initiation of engagement may no longer be desirable or optimal. None of the programmed clutch energizing curves may be optimal for a particular engine and mower deck, especially after they are subject to wear from use. Further, the programmed set of clutch energizing curves may not be suitable for all combinations of mower deck widths and engines. A soft start system that may be optimal for one mower under one set of conditions may not produce the same desired outcome under different conditions, on a different model, or on a mower with a different mower deck and engine configuration.

A soft start system for clutch engagement is needed that adapts if conditions change while the clutch moves into engagement. A soft start system for clutch engagement is needed that can adapt to provide an optimal clutch energizing curve for a particular mower deck and engine after they are subject to wear from use or other factors that could affect the engagement dynamics. A soft start system for clutch engagement is needed that can adapt so that it is suitable for many different combinations of mower deck widths and engine configurations. A soft start system is needed that may be adapted to mowers under any set of conditions, and for mowers having various different mower deck and engine configurations.

An adaptive soft start system for mower blade clutch engagement includes a microcontroller that monitors electrical current of an electromagnetic mower blade clutch and determines if there is a drop in current. Once a current drop is sensed, indicating initial contact between the clutch surfaces, the microcontroller begins measuring engine speed and computing engine speed slope as the clutch plates move toward full engagement. During this period of engagement, the microcontroller repeatedly determines if engine speed slope is within a minimum threshold and a maximum threshold, or if engine speed is outside an acceptable range. The microcontroller modifies power supplied to the electromagnetic mower blade clutch each time the engine speed slope is outside the minimum and maximum thresholds, or if engine speed is outside the acceptable range.

The adaptive soft start system for clutch engagement adapts if conditions change while the clutch moves into engagement, and adapts to provide an optimal clutch energizing curve for a particular mower deck and engine after they are subject to wear from use or other factors that could affect the engagement dynamics. The adaptive soft start system can adapt so that it is suitable for many different combinations of mower deck widths and engine configurations, to mowers under any set of conditions, and to mowers having various different mower deck and engine configurations.

FIG. 1 is a block diagram of an adaptive soft start system for mower blade clutch engagement according to a first embodiment of the invention.

FIG. 2 is a logic diagram of an adaptive soft start system for mower blade clutch engagement according to a first embodiment of the invention.

FIG. 3 is a graph of engine speed in relation to time after actuation of a PTO switch of a typical mower deck.

FIG. 4 is an electromagnetic clutch current curve showing the current as a function of time during a typical engagement of a mower blade clutch.

In one embodiment, as shown in FIG. 1. adaptive soft start system 101 is provided for a counter-rotating, side discharge or rear discharge/rear collection mower deck. The mower deck may be used with a variety of different riding vehicles or walk-behind mowers, and in a variety of different mower configurations. For example, one, two, or more decks may be attached to a vehicle. The mower deck may be a two-chamber deck; i.e., with two cutting blades and spindles; and may be positioned at or adjacent the front, middle, or rear of the vehicle. However, in an alternative embodiment, the mower deck may have three or more chambers, each chamber having a cutting blade attached to a spindle.

In one embodiment, adaptive soft start system 101 utilizes one or more sensors of operating conditions of a mower that provide input to microcontroller 119 in diagnostics control module 109 to determine the optimal process for mower blade clutch engagement. The mower operating conditions are detected by sensors to indicate if the engine speed, and the rate of change of engine speed, is outside threshold values.

The microcontroller may apply the input from one or more sensors to preprogrammed software logic that performs certain steps during a time period after operator actuation of PTO switch 133. After the operator actuates PTO switch 133 to provide electric power to electric clutch coil 123, and the mower blade clutch plates come into initial contact, the microcontroller begins comparing the sensor inputs to certain threshold values, and repeats the comparison until clutch engagement is complete. During this period of engagement, if the microcontroller determines that engine speed, or the rate of change of engine speed, is decreasing more than a specified threshold value, the microcontroller provides a signal to FET 125 to modulate voltage or current to electric clutch coil 123 to slow or delay clutch engagement. Similarly, during the period of engagement, if the microcontroller determines that engine speed has drooped less than a specified threshold, the microcontroller provides a signal to FET 125 to modulate voltage or current to electric clutch coil 123 to hasten clutch engagement.

In one embodiment, adaptive soft start system 101 repeatedly senses the rotational speed of internal combustion engine 111 or other power source. For example, the rotational speed of engine flywheel 113 may be sensed by flywheel gear tooth sensor 115. The flywheel tooth sensor may be electrically connected to digital speed input 108 of the diagnostics control module. The flywheel tooth sensor may produce pulses indicative of the rotational speed of the engine. The microcontroller then repeatedly determines if the rotational speed and/or slope of the rotational speed of the flywheel tooth sensor are within specified threshold values.

Alternatively, the adaptive soft start system may sense the rotational speed of alternator 117. The alternator may be electrically connected to digital speed input 108 of the diagnostics control module, and may produce pulses similar to the engine speed sensor. The microcontroller determines if the rotational speed and/or slope of the rotational speed of the alternator are within specified threshold values.

The microcontroller may apply the input from the engine speed sensor, either the flywheel tooth sensor or alternator, to preprogrammed software logic that performs certain steps in a real time closed loop feedback process to modulate or control the electrical power which provides the clutch engagement force.

In one embodiment, the adaptive soft start system runs when the operator actuates PTO switch 133 to provide electrical power to electric clutch coil 123 for engaging the mower blade clutch. The microcontroller may be an 8 bit controller with “capture” capability that allows the microcontroller to accurately measure the time between pulses in a pulse train from an engine flywheel sensor or alternator coils. The microcontroller provides an output to FET 125 which provides the appropriate power to the electric clutch coil to engage or disengage the electromagnetic clutch based on the digital input from the sensors. Clutch current sensor 124 also may be connected to the electric clutch coil to provide current input to the microcontroller. As shown in FIG. 4. an initial drop in clutch current, which may be within about 300 ms to 500 ms after the operator actuates the PTO switch, indicates initial contact between the clutch plates.

In one embodiment, operator control and display 127 may include throttle control 112 which may be mechanically or electromechanically linked to engine 111 to increase or decrease the fuel supply to the engine and thereby increase or decrease engine speed. The operator control and display also may include hour meter and status display 131 which may be electrically connected to diagnostics electronic module 109 to provide cumulative running time of the engine and show if the PTO is presently engaged or disengaged. Additionally, the operator control and display may include PTO switch 133 which may be electrically connected to the diagnostics electronic module and may be used by the operator to initiate control logic for providing power to the electric clutch coil.

In one embodiment, control logic in microcontroller 119 may detect if the engine speed and/or the rate of change of engine speed are within specified thresholds. Additionally, the microcontroller may be electrically connected to PTO switch 133 to determine if the PTO is actuated or not, and also may include a timer.

FIG. 3 shows several examples of the droop in engine speed following actuation of the PTO switch. For example, the engine speed may begin to droop about one second after the operator actuates the PTO switch, which is when the clutch plates begin to contact each other. The dashed line in FIG. 4 indicates engine droop exceeding a maximum threshold of minus 10,000 rpm per second, while the solid line shows engine droop less than a minimum threshold of minus 2000 rpm per second. The partially dashed line represents an engine speed within the threshold slope values.

Additionally, FIG. 3 shows an increase of engine speed achieved with implementation of the adaptive soft start system. Specifically, in the case of the engine droop exceeding the maximum threshold, the adaptive soft start system modulates the voltage or current to the electric clutch coil to delay engagement of the clutch plates and thereby increase engine speed. In the case of the engine droop, the present invention causes a decrease of engine speed by expediting engagement of the clutch plates. The adaptive soft start system repeats this iterative process until mower blade clutch engagement is complete.

In one embodiment, as shown in the logic diagram of FIG. 2. the adaptive soft start system logic begins in block 201 when electrical power is provided to the microcontroller. In block 202, the microcontroller reads if the PTO switch is actuated to initiate the clutch engagement process. Once the PTO switch is actuated, the microcontroller begins monitoring the clutch electrical current as shown in block 203. If the PTO switch is not actuated, the microcontroller again reads the PTO switch on/off state in block 202.

In one embodiment, in block 204, the microcontroller reads if there is an initial drop in the electromagnetic clutch current after the PTO switch is on. Typically, a primary current increase occurs during engagement of the electromagnetic clutch, immediately before the initial drop. As shown in FIG. 4. the initial drop may be a current valley indicating armature pull-in, or initial contact of the clutch plates. The initial drop may be used as a trigger for the initial adaptive soft start sequence starting in block 205. The adaptive soft start logic typically may run at each clock cycle of the microcontroller for a total elapsed time of about one second after the current drop sensed in block 204.

In one embodiment, in block 206, the microcontroller begins sensing and measuring absolute engine speed, and computing engine speed slope. An engine speed sensor such as a flywheel gear tooth sensor or alternator may provide engine speed to the microcontroller.

In block 207, the microcontroller may determine if the engine droop, and/or absolute engine speed, are within certain specified threshold values. For example, the microcontroller may sense if the engine droops at a rate of more than a preset threshold rate such as a droop of 10,000 rpm per second. Additionally, the microcontroller may sense if the absolute engine speed drops below a desired threshold such as 1200 rpm. The microcontroller also may sense if engine speed is drooping too slowly (or flatly) during clutch engagement, such as a droop of under 2000 rpm per second.

In one embodiment, in block 208, if the microcontroller determines engine speed has drooped more than the threshold, or absolute engine speed has dropped below the desired threshold, the microcontroller may modify the voltage modulation to the electromagnetic clutch to correct the engine speed error.

For example, in FIG. 3. an engine droop of 10,400 rpm per second is represented as a dashed line. The engine speed slope is more than a threshold droop rate such as 10,000 rpm per second, so the microcontroller may decrease a pulse width modulation (PWM) duty cycle to decrease the electromagnetic clutch clamp force, allowing the opposing clutch faces to slip. Similarly, if absolute engine speed drops below a threshold such as 1200 rpm, the microcontroller also may decrease the PWM duty cycle to decrease clutch clamping force and allow the clutch faces to slip.

For example, the microcontroller may use a PID (proportional, integral, derivative) control scheme which would update the PID constants during each loop of the program. As a result, as soon as the microcontroller receives and evaluates the engine speed information, it would appropriately change the PID constants.

Additionally, in block 208, if the microcontroller determines engine speed has dropped too slowly, indicating excessive clutch slip, the microcontroller may be programmed to supply more clutch power by modulating the voltage or current differently and increasing the clutch clamping force. For example, in FIG. 3. the solid line represents an engine droop of 100 rpm per second, which is less than the threshold of 2000 rpm per second. As a result, the microcontroller may increase the PWM duty cycle to increase the clutch clamp force, allowing the clutch faces to grip more tightly.

In one embodiment, a PID control scheme also may be used to control this engagement process. The control scheme may be iterative. For example, it may start out with an assumed value, measure the response, calculate the error compared to the target, and change the control parameter and repeat the process.

In one embodiment, after the microcontroller modifies the voltage or current modulation to correct engine speed in block 208, or if the microcontroller has determined that engine speed and/or rate of change of engine speed was within the specified thresholds, the microcontroller checks if soft start engagement is complete in block 209. The microcontroller may determine soft start engagement is complete by measuring when a specific time period has elapsed, such as one second, after starting the initial soft start sequence in block 205.

Alternatively, the microcontroller may determine soft start engagement is complete in block 209 by sensing a steady state current through the electromagnetic clutch, as shown in the electromagnetic clutch current diagram of FIG. 4. The steady state current may follow a secondary current increase from the current valley which triggered the soft start sequence.

If the microcontroller determines soft start engagement is incomplete, the logic returns to block 206 to measure engine speed and calculate engine speed slope again, and determining if the engine speed and/or slop are within the thresholds. The microcontroller repeats the process until soft start engagement is complete. If the microcontroller determines that soft start engagement is complete, it ends the soft start sequence and applies full power to the mower blade clutch in block 210.

In one embodiment, the microcontroller continues to check if the PTO switch is actuated in block 211. If the microcontroller determines the PTO switch is not actuated, power to the clutch is shut off in block 212 and the logic returns to block 202.

In one embodiment, the adaptive soft start system of the present invention allows significant variability each time the operator engages the mower blade clutch, and is not limited to only a specified number of different clutch engagement sequences. Additionally, the same adaptive soft start system and module may be used across a wide range of mower models and configurations so that each machine may have desirable clutch engagement characteristics.

Having described the preferred embodiment, it will become apparent that various modifications can be made without departing from the scope of the invention as defined in the accompanying claims.

Claims ( 17 )

an engine speed sensor providing engine speed inputs to a microcontroller that provides electrical power to an electromagnetic clutch for engaging an engine to at least one mower blade;

wherein the microcontroller repeatedly computes the rate of change of engine speed during mower blade clutch engagement and modulates the electrical power to the electromagnetic clutch each time the rate of change of engine speed is outside a threshold.

The adaptive soft start system of claim 1 wherein the engine speed sensor is a flywheel tooth sensor.

The adaptive soft start system of claim 1 wherein the engine speed sensor provides a digital speed input to the microcontroller.

The adaptive soft start system of claim 1 further comprising a maximum rate of change threshold and a minimum rate of change threshold.

The adaptive soft start system of claim 1 further comprising a current sensor providing a clutch current input to the microcontroller.

The adaptive soft start system of claim 6 wherein the microcontroller monitors clutch current and begins computing the rate of change of engine speed after an initial clutch current drop.

a microcontroller receiving engine speed inputs from an engine speed monitor, determining if each engine speed input is between a minimum threshold and a maximum threshold, and changing an electrical input to the mower blade clutch each time the engine speed is outside the minimum or maximum thresholds until the mower blade clutch is fully engaged.

The adaptive soft start system of claim 8 wherein the microcontroller uses a plurality of engine speed inputs to compute an engine speed slope.

The adaptive soft start system of claim 8 wherein the microcontroller changes a voltage modulation to the mower blade clutch if the engine speed is outside the minimum or maximum thresholds.

The adaptive soft start system of claim 8 wherein the microcontroller monitors an electrical current to the mower blade clutch.

The adaptive soft start system of claim 11 wherein the microcontroller determines if the engine speed is between the minimum and the maximum thresholds and changes the electrical input to the mower blade clutch after an initial drop of the current to the mower blade clutch.

monitoring electrical current of an electromagnetic mower blade clutch and determining if there is a drop in current;

modifying power supplied to the electromagnetic mower blade clutch if the engine speed slope is outside the minimum or maximum thresholds.

The adaptive soft start system of claim 13 wherein the engine speed is measured with a flywheel tooth sensor and a digital speed input.

The adaptive soft start system of claim 13 wherein the engine speed is measured with an alternator and a digital speed input.

The adaptive soft start system of claim 13 further comprising applying full power to the electromagnetic clutch after a predetermined time period.

The adaptive soft start system of claim 13 further comprising applying full power to the electromagnetic clutch once clutch current reaches a predetermined value.

US12/170,567 2008-07-10 2008-07-10 Adaptive soft start system for mower blade clutch engagement Active 2030-06-09 US8056695B2 ( en )

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Patent Citations (33)

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Lawn Mower Clutch Problems: Their Quick And Easy Fixes

Lawn mower clutch problems can be a nuisance when using a riding-style mower for lawn maintenance. A clutch is a particularly sensitive part of the mower equipment that is easily prone to get damaged.

This article lists all the probable reasons your clutch might not work properly. You will also learn practical methods for checking for problems and solving them yourself.

What Are Some Common Lawn Mower Clutch Problems?

Some common lawn mower clutch problems would be the releasing mechanism, the worming out of the input. On the other hand, it can also be due to the solenoid not working, and the clutch not being properly lubricated.

On the other hand, the clutch of gas-fueled and electric lawn mowers might have problems because of a defective releasing mechanism or a worn-out input shaft. A faulty or fused solenoid is one of the most common reasons, and it provides a variety of symptoms.

– The Releasing Mechanism

The releasing mechanism of an electric PTO clutch gets damaged quite easily. This would be the result especially when the machine is used improperly on a bumpy surface. The latter is because the machine is made to work on smooth surfaces, with no uphills or crusted bumps on the edges.

When these are present, the machine will become weaker, because it is not made for these reasons. The dysfunctionality will be represented by the mower’s weird noises when the clutch engages or disengages. This would indicate that the mechanism has been messed up, and the clutch is not in the right position as it should be.

What you must do in this case is to turf off the engine and then press and release the clutch. If the release mechanism has been affected, the peculiar noises will continue even with the engine being turned off.

The mechanism is the one that is responsible to adjust the proper functionality of the machine and how it would be running throughout the time. Remember that if this is damaged, then the whole thing will have a major issue when it is aiming to do the work.

– Worn Out Input Shaft

A clutch input shaft connects the engine to the clutch and transfers rotational forces to it. Naturally, the bearings around this shaft might wear off after years and years of mower use. The shaft is what will be gripping well the clutch, and as a shaft gets worn out, or weakened, the clutch would start seeing different problems. This is an aspect that you wouldn’t think of, because this issue is not an obvious one.

However, it might also occur due to bad PTO clutch use when you overexert your riding lawn mower and its clutch, which would get damaged as the years would pass by. As a result to the latter, you can very obviously, tell that the problem lies in the input shaft when the mower makes whirring or chirping noises in a neutral position, but the sounds go away when the clutch is depressed.

– Clutch Solenoid Is Not Working

A PTO solenoid, in layperson’s terms, is simply a switch activated when the engine engages with the clutch. Once the clutch, in turn, connects with the external shafts of mower tires, this solenoid gets deactivated.

The clutch will stop working whenever there is something wrong with this solenoid; on the other hand, it may also be due to the wrong calibration of the solenoid, which is not properly adjusted, as a result you will feel like the machine is not doing its job right.

A lot of mower clutch problems arise because of a dysfunctional clutch. Sometimes, this solenoid turns into a bad fuse and must be taken care of, or else the machine would get tired so quickly.

At other times, the solenoid might be working all right but is not getting the right voltage from the battery, so the battery needs to be fixed, and this is a matter of reverse standardization, where one would effect the other.

When the mower is not stored properly, someplace dry, the solenoid rusts. Dust can get stuck in the mower engine, affecting the sensitive electromagnet from which the solenoid is made. When the solenoid gets fused, damaged, or corroded, you have no other option but to replace it.

– The Clutch Is Not Lubricated Properly

When the electric clutches are not lubricated properly as part of regular mower maintenance, problems would begin to arise. As a result of lacking of oil, the machine may start showing you signs such as a squeak of noise coming out, or a challenge when trying to work through the task.

To elaborate further, the friction in the clutch parts might cause it to become stuck while working or not turn properly. You will feel resistance in the mower movement even with the engine at full throttle and the clutch fully engaged, as a result the problem would be relevant and obvious.

A lack of power is not the only thing that happens when lubrication of riding mower clutches needs to be taken care of. When friction starts to occur, then it will cause the clutch components to wear down quickly, and this might end up damaging the mechanism of this machine on a permanent scale. In addition to this, sometimes, fluids might start leaking into the clutch from lack of lubrication.

Lastly, the resistance and friction between these parts will increase the heat production in the clutch. The temperature of the whole engine will be raised, which is a dangerous thing to happen in any machine.

How To Solve Lawn Mower Clutch Problems?

To solve the lawn mower problems with the clutch, you must first test the clutch well, and make sure you would replace the electromagnetic solenoid. In addition, you should also replace the battery, and invest in better lubricating oil, and remove the defected clutch and replace it.

To fix your problematic PTO clutch, you need to see what is wrong with it and then fix it accordingly. In case the clutch is completely damaged, take it out and then replace it with a new one.

– Test The Clutch First

The first step is to carry out extensive clutch troubleshooting for the pto switch clutch. after which it can be fixed. This will help you pin the issue right from the start, it will tell you and signify what is really going on.

First and foremost, you must make sure that the mower’s engine has been turned off and cooled before working. This is when you must push a mower jack underneath it and lift it using two rear jacks and two front ones.

Then, make sure you try to lift the hood to expose the battery and disconnect its terminals. Use a millimeter to read the volts on the battery. If the voltage falls below 12.4 volts, the inadequate voltage is why the clutch is not engaging, and this is the way you would start to tackle the problem.

Next, check the fuse in-line and see if it has blown or is black with soot. It will have to be replaced if it is damaged. See that nothing is jamming the belt and the pulley system of the mower, like broken twigs or tree branches.

Put in the ignition key and turn the engine off to check the working of the clutch. Before turning the engine, engage the lever and disengage it after turning it on. If the pulley is slowing down during this, then this means that the clutch has fused with the plates.

Which means that you should take the matter into a closer look, and fix this situation by replacing it, or adjust it properly.

– Replace the Electromagnetic Solenoid

Many problems can go wrong with a mower clutch, and each needs to be addressed individually. However, if you check that the clutch is not sitting right, then you should try to work with fixing the solenoid.

If the problem lies with a faulty solenoid, this electromagnet will have to be replaced by a new one. This is something other than what we recommend doing yourself, and it’s best to ask for professional help instead.

When it sits right, after you have replaced it, you won’t go through so much difficulty, because after adjusting, it won’t show you any issues. Sometimes, it is just the switch that is defective and in need of a replacement, this would be upon the situation, of course.

Your local hardware store will give you a brand new one that must be bolted in place of the old one.

– Replace The Battery

When the problem lies with the battery voltage, there is no need to mess with the clutch anymore, don’t go any further and try to put yourself in a chaos of a situation. The battery only needs to be cleaned and get IRS electrolyte refilled, and it will be fair to get it done.

When the machine has been set with a really old and worn-out battery will have to be replaced by a new one, and as you try to turn it on after you have replaced it, you shouldn’t face any clutch problems.

– Invest in Lubricating Oil

Lack of lubrication will produce undue friction and generate heat from the clutch plates getting stuck together. Invest in a premium-quality lubricating oil and use it on the engine. If the problem persists, the clutch has been damaged already and requires a replacement.

When you invest in a quality lubrication oil for your lawn mower, and spread it to the right amount that is given, it will run in a smooth way, with no further complications, and no noise. This would show that the clutch is functioning very properly.

– Removing and Replacing the Defective Clutch Effectively

Put on your best rubber gloves and take a screwdriver and a socket wrench set. You do not need any other additional tools for this.

Once the engine has been switched off, and the ignition key is taken out, wait for the mower to cool down. Then remove the protecting covering of the spark plug and use its wrench to remove it as a precautionary measure.

Then you must place a jack under the mower and pull it upwards to access the deck and the pulleys. Remember that it is important to have a plastic coating is usually protecting the mower belt that must be removed.

Loosen the belt using the screws holding it in place on both sides to gain access to the clutch underneath. Once the belt has been loosened and removed, you can see the clutch connected to two wires. These wires connect the clutch to the engine and the blade, make sure this step is done neatly.

Ask someone to help you remove the bolt that connects the clutch to the top of the mower. Once this screw is loose, remove the flywheel cover and screw it back on. Remove the clutch as the final step and replace it with a new one.

Put everything back as you did before and restart the engine to see if it works, and adjust the grip, and make sure you turn it on and now see the way that it would be running.

Conclusion

Now that we have discussed the problems and the solutions associated with faulty mower clutches, here is a brief recap before we go.

• A faulty solenoid that is either fused, not getting the right voltage, or corroded might cause clutch problems and must be replaced.
• The clutch might get overheated from friction when not lubricated regularly and will not engage properly.
• When the releasing mechanism of the clutch is affected, the clutch stops working properly.

From the steps we have mentioned, you must first figure out what is wrong with the clutch. Once you know what is wrong with the clutch, you can take the necessary steps to fix it through our guide.

What Are The Symptoms of bad PTO Clutch?

PTO clutches are generally used with outdoor power equipment that used for start the rotation of and implement a cutting blade. Also, It helps to slow down the implementation when the clutch is turned off.

You’re here because you wanted to know what are the symptoms of bad PTO clutch. Don’t worry, the dedicated article is on this topic. You will learn some common signs of bad PTO clutch in the following post. Plus, The solution to those problems.

What Are The symptoms of bad PTO clutch?

Hard To Start

Usually, the common symptom of a bad PTO clutch is taking time to engage. In the beginning stage, It takes several seconds for the blades to engage. It will be getting hot after running for a while.

Noise:

The PTO clutch will make some awkward noise when engaging or disengaging. If you hear such type of noise when your release or depress the PTO clutch, or both at the same time when the engine is off, It’s probably a problem with the PTO clutch and Its release mechanism.

Also, When the transmission is neutral, the car makes a chirping, whirring, or grinding sound, but the sounds go away by depressing the clutch pedal that indicates the PTO clutch problem. The possible reason behind it is the noise is coming from a worn-out input shaft bearing.

You can use noise to understand that is the clutch has any defect or not. For this, first, disengage it and turn it on and off few times. If you notice that the power takes off slowing down or stopping and won’t make a disengagement noise, It indicates the PTO clutch galled together fo heat or slip ring has jammed.

Engine won’t turn over

The blades will not engage if the PTO clutch solenoid is defective for this clutch won’t get any power. Also, The engine won’t get any power if the switch has any defect.

How to solve bad PTO clutch symptoms?

There aren’t a single solution to solve the PTO clutch problems. For example, If your PTO clutch solenoid is defective, then you need to replace the clutch. But, If the problem occurs on a switch, the problem will solve by replacing the switch.

Also, Adjusting the PTO clutch, especially electric clutches, are mandatory for getting the highest performance. Otherwise,You will notice the gap between contact plates that reduces magnet power and complexity to hold them together. For this, with a heavy load, the contact plates may slip, which will cause heat from the friction of lowering.

Sometimes, Adjusting the PTO clutch from time to time can solve some common issues and provide optimal performance.

Here are some common issues and solutions you may apply to solve the PTO clutch problem:

How do I Test A PTO clutch?

Follow this quick guide to test a PTO clutch:

• First, Use a floor jack to lift the vehicle up and use two jack stands under the rear frame and two in the front frame to provide clearance to look at clutch drive assembly.
• Read the volts using a good engine source. If you find output below 12.4 volts or equal, then charge the battery because it won’t engage without enough voltage.
• Then, Check the in-line fuse. If it turns black or blown, replace it with the same amper fuse rating as the original.
• Active the engine and carefully check the blade operation. If it makes noises, first replace the ignition key and unplug the battery cable.
• Remove any type of broken branches that jammed into the drive belt and the pulley.
• Again plug in the ignition key and negative cable with a socket. Turn on the clutch engagement lever and disengage it after starting the engine. Then, turn it on and off several times. If the pulley is slowing down and stopping frequently, It’s the sign that plates and clutch have galled together. For this, you need to remove the clutch and inspect the internal issue.

How Do You Remove A PTO clutch?

Fortunately, We don’t need any type of special tools and equipment to remove a PTO clutch. Just a screwdriver, a socket wrench set, and a pair of good-quality gloves are enough. After you collect those tools, let’s jump into the removing part:

• To reduce the risk, first, disconnect the spark plugs.
• Then, You will have to take off the plastic covering from the pulley, which protects the belt from any sort of damage.
• Then loosen the blade belt to access the clutch.
• After removing the belt, you’ll find two sets of wires which directly connect with the PTO clutch. Disconnect those wires before releasing the clutch.
• In this step, A assistant must be needed. There is a bolt connected with the top of the mower or vehicles. At the same time, unscrew the bolt, the assistant help you to keep the nut in place, and he used a screwdriver to take off the flywheel cover.
• Finally, You can remove the PTO clutch after the bolt is out.

Final Words

The power takeoff clutch is a piece of important equipment used on small tractors that activate mower tillers or blades. It’s used electricity to produce a magnetic armature to rotate the blade. But, to get the optimum performance, you need to keep it in regular maintenance.

So, Knowing some common Syndrom of bad PTO clutch helps you do the maintenance process easily and find out any problem quickly. In the above guide, You find some common syndrome and how to solve those, which might help you identify the problem and solve it.

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