Transcript Clutch - Government College of Engineering, Aurangabad

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Dr.Sanjay Chikalthankar
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CLUTCH :-
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INTRODUCTION
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A clutch is a machine member used to Connect driving
shaft to a driven shaft so that the driven shaft may
be started or stopped at will, without stopping the driving
shaft.
 The use of a clutch is mostly found in automobiles.
 A little consideration will show that in order to change
gears or to stop the vehicle, it is required that the driven
shaft should stop, but the engine should continue to run.
 It is, therefore, necessary that the driven shaft should be
 disengaged from the driving shaft.
 The engagement and disengagement of the shafts is
obtained by means of a clutch which is operated by a lever.

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TYPES OF CLUTCHES
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Following are the two main types of clutches
 commonly used in engineering practice :

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1.
Positive clutches,
and
 2. Friction clutches.
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POSITIVE CLUTCHES
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The positive clutches are used when a positive drive is
required. The simplest type of a positive
clutch is a jaw or claw clutch. The jaw clutch
permits one shaft to drive another through a direct
contact of interlocking jaws. It consists of two halves,
one of which is permanently fastened to the
. Jaw clutches.
driving shaft by a sunk key. The other half of the
clutch is movable and it is free to slide axially on the
driven shaft, but it is prevented from turning
relatively to its shaft by means of feather key. The
jaws
of the clutch may be of square type as shown in Fig.
24.1 (a) or of spiral type as shown in Fig. 24.1 (b).
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
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POSITIVE CLUTCHES

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A square jaw type is used where engagement and
disengagement in motion and under load is
not necessary. This type of clutch will transmit power
in either direction of rotation. The spiral jaws
may be left-hand or right-hand, because power
transmitted by them is in one direction only. This
type
of clutch is occasionally used where the clutch must
be engaged and disengaged while in motion. The
use of jaw clutches are frequently applied to sprocket
wheels, gears and pulleys. In such a case, the
non-sliding part is made integral with the hub
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FRICTION CLUTCHES
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A friction clutch has its principal application in the
transmission of power of shafts and
machines which must be started and stopped
frequently. Its application is also found in cases in
which
power is to be delivered to machines partially or fully
loaded. The force of friction is used to start the
driven shaft from rest and gradually brings it up to
the proper speed without excessive slipping of the
friction surfaces. In automobiles, friction clutch is
used to connect the engine to the drive shaft. In
operating such a clutch, care should be taken so that
the friction surfaces engage easily and gradually
bring the driven shaft up to proper speed
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FRICTION CLUTCHES
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The proper alignment of the bearing must be
maintained
and it should be located as close to the clutch as
possible. It may be noted that :
1. The contact surfaces should develop a frictional
force that may pick up and hold the load
with reasonably low pressure between the contact
surfaces.
2. The heat of friction should be rapidly *dissipated
and tendency to grab should be at a
minimum.
3. The surfaces should be backed by a material stiff
enough to ensure a reasonably uniform
distribution of pressure
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
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PURPOSE OF THE CLUTCH
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 Allows
smooth engagement of
engine to transmission
 clutch is a mechanism for
transmitting rotation, which can be
engaged and disengaged. Clutches
are useful in devices that have two
rotating shafts
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engine to be disengaged
from transmission for shifting gears
and coming to a stop
 Allows
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In these devices, one shaft is typically driven by a
motor or pulley, and the other shaft drives another
device.
 The pressure plate is a large spring-loaded plate that
engages the clutch by pressing the disc against the
flywheel
 The pressure plate moves away from the flywheel when
the clutch pedal is depressed.

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CLUTCH ASSEMBLY
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CLUTCH COMPONENTS
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CLUTCH COMPONENTS
Clutch housing

Flywheel



Acts as balancer for the engine.
Adds inertia to the rotating crankshaft.
Provides a surface for the clutch to contact
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
Connects engine and transmission and houses the clutch
assembly
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
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
Pressure plate assembly
Release bearing
Is operated by the clutch linkage.
 Presses against the pressure plate to release the
clutch.

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Squeezes clutch disc onto flywheel.
 Can be engaged or disengaged.
 Acts like a spring-loaded clamp.

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Friction clutches
 Friction clutches are by far the most wellknown type of clutche
 he purpose of friction clutches is to connect a
rotating member to one that is stationary, to
bring it up to speed and to transmit power
with little slippage

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FRICTION CLUTCH
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MULTIPLE PLATE FRICTION CLUTCH
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This type of clutch has several driving members
interleaved with several driven members
 It is used in motorcycle , automatic transmissions
and in some diesel locomotive with mechanical
transmission. It is also used in some
electronically controlled all-wheel drive systems

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CONE CLUTCH
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A cone clutch serves the same purpose as a disk or
plate clutch
 the cone clutch uses two conical surfaces to transmit
torque by friction.
 The cone clutch transfers a higher torque than plate or
disk clutches of the same size due to the wedging
action and increased surface area. Cone clutches are
generally now only used in low peripheral speed
applications although they were once common in
automobiles and other combustion engine
transmissions.

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SINGLE PLATE CLUTCH
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A single disc or plate clutch consists of a clutch
plate whose both sides are faced with a frictional
material.
 It is mounted on the hub which is free to move
axially along he splines of the driven shaft.
 The pressure plate is mounted inside the clutch
body which is bolted to the flywheel.

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Both the pressure plate and the flywheel rotate
with the engine crank shaft or the driving shaft.
 The pressure plate pushes the clutch plate
towards the flywheel by a set of strong springs
which are arranged radially inside the body
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VEHICULAR
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There are different designs of vehicle clutch, but
most are based on one or more friction discs,
pressed tightly together or against a flywheel
using springs.
 The friction material varies in composition
depending on whether the clutch is dry or wet,
and on other considerations.
 Friction discs once contained asbestos, but this
has been largely eliminated
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Clutches found in heavy duty applications such
as trucks and competition cars use ceramic
clutches that have a greatly increased friction
coefficient. However, these have a "grabby" action
and are unsuitable for road cars.
 The spring pressure is released when the clutch
pedal is depressed thus either pushing or pulling
the diaphragm of the pressure plate, depending
on type, and the friction plate is released and
allowed to rotate freely
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CLUTCH MATERIALS
materials have been used for the disc
friction
facings, including asbestos in the past.
clutches typically use a
organic compound resin with copper wire facing or
a ceramic material.
A
typical coefficient of friction used on a friction
disc surface is 0.35 for organic and 0.25 for ceramic.
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Ceramic
materials are typically used in heavy
applications such as trucks carrying large loads or
racing, though the harder ceramic materials
increase flywheel and pressure plate wear
..
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Modern
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Various
THE CLUTCH DISC FRICTION MATERIAL
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Friction Material
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A typical stock disc’s friction material is designed for
smooth operation.
 This is engineered for both driver comfort, ease of use
(a smooth clutch is less likely to stall if you are lame at
driving) and cushion to the drivetrain.
 The stock friction material is usually something called
an organic material. Organic friction material is made
of cellulose, usually reinforced with some heat
resistant stuff like chopped fiberglass and mineral
wool in a thermosetting phenolic (the heat resistant
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plastic they make pot handles out of) resin base.

CLUTCH /BRAKE MATERIAL PROPERTIES

materials in contact must resist wear
effects, such as scoring, galling, and
ablation.
 The friction value should be constant over a
range of temperatures and pressures
 The materials should be resistant to the
environment (moisture, dust, pressure)
 The materials should possess good thermal
properties, high heat capacity, good thermal33
conductivity, withstand high temperatures.
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 The
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Desirable Properties for friction materials/linings
for clutches and brakes
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to withstand high contact pressures
 Good shear strength to transferred
friction forces to structure
 Should be safe to use and acceptable for
the environment
 Note: Brake materials from asbestos are
not safe and are no longer acceptable for
use in brakes and clutches.
 The two materials in contact must have a
high coefficient of friction
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 Able
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Coefficient of Friction
Material Combination
Dry
Pressure (Max)
Deg.C
MPa
0,05
0,15-0,20
300
0,8
Cast Iron/Steel
0,06
0,15-0,20
300
0,8-1,3
Hard Steel/Hard Steel
0,05
0,15-0,20
300
0,7
Wood/Cast Iron-steel
0,16
0,2-0,35
150
0,6
Leather/Cast Iron-steel
0,12-0,15
0,3-0,5
100
0,25
Cork/Cast Iron- Steel
0,15-0,25
0,3-0,5
100
0,1
Felt/Cast Iron- Steel
0,18
0,22
140
0,06
Woven Asbestos/Cast Iron- Steel
0,1-0,2
0,3-0,6
250
0,7
Moulded Asbestos/Cast Iron- Steel
0,08-0,12
0,2-0,5
250
1,0
Impregnated Asbestos/Cast Iron- Steel
0,12
0,32
350
1.0
Carbon-graphite/Cast Iron- Steel
0,05-0,1
0,25
500
2.1
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Cast Iron/Cast Iron
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Wet
Temp.(max)
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Kelvar/Cast Iron- Steel
0,05-0,1
0,35
325
3,0
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The cellulose is like cardboard (no kidding) and helps initial
grip. The mineral wool and fiberglass strands provide burst
strength, which is the friction material’s resistance to
breaking up and falling apart, especially with shear and
centrifugal load.
They also help high temperature frictional properties.
The friction material is typically bonded to the marcel
spring of the disc with a high temperature adhesive and the
marcel spring is riveted to the disc itself.
We will explain what a marcel spring is a little later. On
racing type discs, no Marcel is used and the friction
material is bonded and riveted straight to the disc.
This is adequate for most use but under abusive conditions
the adhesive can shear off causing the friction material to
delaminate from the disc. For this reason high performance
clutches normally use a combination of bonding and rivets36
to clamp the friction material down.
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Stock clutch discs usually use an organic disc material.
This is literally cardboard reinforced with stands of Kevlar
and fiberglass. Organic discs are known for their
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smoothness and low wear under stock conditions. For
performance use, they rapidly glaze and wear.
 In
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the bad old days, Organic discs used to have asbestos
in them instead of cellulose which actually worked
pretty well and made for strong, smooth and durable
disks.
 Asbestos was superior as a friction material due to its
high heat resistance, relatively high strength and high
Mu (coefficient of friction – the higher the number, the
better the grip and slip resistance) under high
temperatures.
 Unfortunately asbestos is a powerful carcinogen and is
now not allowed for automotive use. Once asbestos was
banned it became very difficult for manufacturers to
make a smooth engaging, long lasting, clutch disc.
 With no asbestos, organic materials do not hold up to
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abuse very well but they do offer buttery smooth
engagement.
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 When
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pushed hard, the resins in the
organic disc start to outgas, melt and
form a slippery glaze that allows the
clutch to slip.
 Under extreme abuse the resins and
cellulose actually start to burn. Organic
materials have very little mechanical
strength and they tend to burst under
high rpm and load.
Heavy Duty (HD) and racing discs have friction
material made of several different ingredients.
 A mild HD disc usually uses chopped Kevlar strands in
a phenolic resin base.
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
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Unorthodox Racing makes a Kevlar disc with no
Marcel and an unsprung hub. The Kevlar gives
some degree of smoothness and the lack of hub
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springs and Marcel make for fast shifting.
 Kevlar
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is a space-age aramid (in the nylon
family) fiber that is six times stronger than steel
in tension and is fairly heat resistant.
 Kevlar is the same stuff that bullet proof vests
are made of.
 Kevlar offers good burst strength and good
wearing characteristics but has relatively poor
frictional gripping properties.
 This makes for smooth engagement
characteristics but only average grip.
 Because of this Kevlar discs need lots of clamp
pressure from the pressure plate to hold without
slipping.
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
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If all of this is done correctly a Kevlar disc can provide a
very long service life because of it's inherit toughness.
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The flywheel on a Kevlar disc must be meticulously
resurfaced and no oil or grease can contaminate the disc,
not even fingerprints.
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A Kevlar disc must be carefully broken in for 100 to 500
miles before it can be abused.
Because it’s held together with phenolic resins, Kevlar, like
organic material is prone to glazing from abuse.
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On the plus side, Kevlar is less abrasive and easy on
the flywheel and pressure ring surfaces causing little
wear of these parts, another plus if long life is
important to you.
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
Once a Kevlar disc is glazed, it will most likely not
recover and must be replaced.
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
This Kevlar disc with a sprung hub is as smooth as a
stock disc even with no Marcel spring.
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 HOW TO CHOOSE A CLUTCH??
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The selection of the correct clutch for the
intended application is critical to good operation,
including the characteristics of (but not limited
to) :
clutch feel.
operating temperature range.
wear characteristics / durability.
clamping force.
break-in period.
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Quite often, the first impulse is to get "too much"
clutch. This is often a very big mistake, as there will
be compromises in some or all of the operational
features listed above.
 The first step in identifying what clutch to get is
dependent on the characteristics of the car. Ask these
questions:
1) How much power does the car make?
2) How is it used? Street driving or track
use??
If for racing, what kind of racing?

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FOR EXAMPLE ;
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 Let
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us say that we are dealing with BMW
applications here, let's use an widely-understood
example - the 1992-2004 6-cylinder 3-series.
 Over this 12 year period comprising two different
chassis, we are still dealing with virtually the same
fundamental engine and transmission designs.
 Power ranges from around 190hp to 333hp. Typical
bolt-on modifications bring many of the early models
up to the 215hp-260hp range and later models
around 350hp.
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 Extensive
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modifications including
supercharging or turbocharging bring
power to the 350hp-450hp range, with some
examples in the 500hp-600hp range.
 The typical BMW enthusiast uses the car
primarily for sporty street driving, and the
occasional auto-x or track day.
 The 3-series is also popular as a heavilytracked car and dedicated race car. Some
see time spent drag racing, whether
occasionally or as dedicated drag racers.
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So it is apparent that we have a broad
range of power and use to contend with.
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•PRESENTED IN INCREASING AGGRESSIVENESS,
Organic
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HERE IS A BRIEF OVERVIEW OF CLUTCH
COMPOUNDS, THEIR POWER HANDLING, AND
OTHER CHARACTERISTICS:
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CHARACTERISTICS
1.
Metal-fiber woven into "organic" (actually CF aramid
with other materials), original-equipment style.
2.
Known for smooth engagement, long life, broad operating
temperature, minimal-to-no break in period.
3.
Will take hard use, somewhat intolerant of repeated
abuse (will overheat).
4.
Will return to almost full operational condition if
overheated.
5.
Material is dark brown or black with visible metal fibers.


USE
Street-driven cars up to 400hp, auto-x and track use.
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Kevlar
CHARACTERISTICS
1.
A high-durability material more resistant to hard
use.
2.
Engagement is similar to organic, but may glaze
slightly in stop-and-go traffic, resulting in slippage
until worn clean when used hard again.
3.
Higher temp range in general, but can be ruined
from overheating - will not return to original
characteristics if "cooked".
4.
Has a break-in period of 500-1000 miles during
which slippage may occur.
5.
Care must be taken during this period not to
overheat from excessive slipping.
6.
Material is uniform yellow/green and may look
slightly fuzzy when new.

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USE
1.
Street-driven track cars up to 500hp, auto-x and
heavy track use.
2.
Will take hard use, intolerant of abuse (will overheat
and not recover completely).
3.
Due to the unforgiving nature of Kevlar, it is not
recommended for street cars, especially those that
see frequent stop-and-go traffic which will cause
surface glazing of the clutch.

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Segmented kevlar
•
USE
Street-driven track cars up to 650hp, auto-x, and
heavy track use.
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
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CHARACTERISTICS
1.
Same material and characteristics as solid kevlar
above, but segmented (blocks or sections missing) for
better heat dissipation.
2.
New generation of kevlar offered by UUC is
resistant to glazing and is an excellent choice for
smooth operation in high-powered cars or those
equipped with SMG transmissions.

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Hybrid carbon/ceramic/organic

2.
4.
5.

•
•
•
Organic material on one side and a segmented carbon or ceramic material
on the other.
The idea is that the organic side will help smooth the engagement,
reducing the shuddering from the segmented side.
Engagement is same as organic, but still with shuddering. Temperature
and hp range is identical to organic.
Carbon/ceramic side will wear flywheel or pressure plate surface faster
and will wear out faster in traffic situations.
Material is organic on one side (described above) and segmented or
completely separate pucks (described below) on the other.
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3.
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1.
CHARACTERISTICS
USE
Can be used in same situations as standard organic.
The "hybrid" design appears to be more of a marketing gimmick
rather than an actual performance advantage.
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Some brands are poorly designed and wear unevenly due to
flexation of the clutch disk.
Carbon/Ceramic
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CHARACTERISTICS
1.
Very high temperature materials, usually only found on multipuck disks.
2.
Will accommodate 500hp+ Engagement is more abrupt.
3.
Will wear flywheel surface faster, especially in traffic situations.
4.
Carbon is slightly more durable and flywheel-friendly, ceramic
has a higher temp range.
5.
Multi-puck design may result in slight shuddering or "stepped"
engagement when used in traffic situations, although many users
report completely acceptable operation.
6.
Material is any of several light hues - gray, pink, brown.

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
•
USE
Street/strip applications for drag-racing and heavy track use cars
up to 500hp. Will take very hard use, suitable for extreme- 53
clamping applications.
Sintered iron
1.
3.
4.

1.
2.
3.
4.
Extremely high temperature material.
Will accommodate 700hp+ Engagement is on or off.
Requires special flywheel surface.
Material is metallic gray.
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2.
CHARACTERISTICS
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
USE
Strictly for high-horsepower endurance racing.
With correct pressure plate, capable of extremely
high clamping force.Engagement is like a switch,
either on or off.
Does not work well when cold.
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High-durability flywheel surface required, standard
flywheels will be destroyed quickly.
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Back to our original question, how to choose? The
answer depends on the answers to the two basic
questions asked earlier regarding intended use of the
car and power output. Based on the answers, this
gauge will help the decision:
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


A kevlar disk is a good choice for a heavily-tracked
or road-raced cars, especially with forced induction.
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
A simple organic disk will handle a wide variety of
use - including street use, auto-x, and even true
racing. In fact, SCCA ITS racing rules require a
standard OE-spec organic disk. UUC has tested
organic disks to reliably handle up to 475hp in longterm street use. M3s regularly run through several
auto-x seasons without problems.
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
To repeat the important point, do not buy more
clutch than you need.
Carbon/ceramic should be left to high-power cars
that see lots of drag racing, or are dedicated
track/drag cars.
Sintered iron clutch disks are strictly for endurance
racing.
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DESIGN OF DISC
OR PLATE
CLUTCH
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DESIGN OF
MULTIPLE
DISC CLUTCH
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DESIGN OF CONE
CLUTCH
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DESIGN OF
CENTRIFUGAL
CLUTCH
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PROBLEMS
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APPLICATIONS
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are used to engage and disengage the
transmission of rotary mechanical power from
one system element to another. This allows the
driven part of the system to be turned on and off by
controlling its power supply.
 Clutches are used to control the power from one
system element to another. This avoids shock
loads and damage to the driven parts.
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 Clutches
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are used to disengage the drive from the
driven parts. This allows the drive to be started
under `no-load' conditions, which allows the drive
to be operated at its rated conditions when the
driven parts are connected to it. The system will be
cost efficient because it will be started by a well
matched drive.
 Clutches are used as over-running devices. An
over-running clutch allows the drive to transmit
torque to the driven machine in one direction only.
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 Clutches
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are used as torque limiting devices. A
torque limiting clutch responds to the torque
difference across the clutch. At a predefined torque
difference, it will completely disengage the two
components connected, or will allow a predefined
amount of torque to be transmitted, dissipating the
excess energy.
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 Clutches
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Thanks
SPUR GEAR
THANK
YOU !
)
Dr. Sanjay Chikalthankar
7/18/2015
Dr. S.B. Chikalthankar
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