Clutch Component

Clutch inspector.

ClutchComponent can be bypassed by setting the output of EngineComponent directly to the desired PowertrainComponent but this is not recommended as it will cause stalling in most cases.

There are two things to note here: clutch engagement and clutch input. Clutch input controls the engagement through the Engagement Curve and is set either automatically, through user input, or scripting/inspector. It is best to think of the Clutch Input value as the pedal position, and the engagement as the “biting point” of the clutch.

• Automatic sets the clutch engagement based on the input (engine) RPM.
  • The final engagement RPM, which is the RPM at which the clutch engagement is at 1 (100%), is the sum of engagementRPM, throttleEngagementOffsetRPM and engagementRange.
• UserInput type can be used to give control to the user through a gamepad, steering wheel, etc.
  • When this control type is selected, the clutch is controlled through the Clutch axis - check Input section for more info on setting up axes.
• Manual type does not set the clutch value in any way and instead expects to be set externally, either through the inspector or through scripting.

• When Has Torque Converter is false Slip Torque is used. Otherwise, the clutch will use Torque Converter Slip Torque. \\]
• Slip torque for an average clutch should be slightly higher than the maximum engine torque—usually a few hundred to a few thousand Nm.
• Too high Slip Torque will result in grabby clutch.
• Using too high Slip Torque values can result in torque spikes when the clutch is suddenly released which can impact solver stability in extreme cases.
  
• Values near zero will result in the engine spinning up as if the clutch is not engaged due to clutch slip.
  

• Some automatic transmissions have slight creep when engaged in D or R. This is normally caused by the torque converter (which is essentially a type of clutch) and it allows some of the torque from the engine to escape to the wheels.