Government College of Engineering and Research, Avsari (Kd)

 Clutch:-
 Principle:
 A clutch is a mechanical device that engages and disengages the power
transmission, especially from driving shaft to driven shaft.
 It operates on the principle of friction. When two surfaces are brought in
contact and are held against each other due to friction between them, they
can be used to transmit power.
 If one is rotated, then other also rotates.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Clutch Operation:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Types of Clutches:
jaw clutch
positive
contact
clutch toothed
clutch

mechanical
disc clutch

pneumatic friction
cone clutch
Clutches clutches

hydraulic
centrifugal
clutch

electromagnetic

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Positive contact clutches

 Transmit power from the driving shaft to the driven shaft by means of
jaws or teeth
+ Transmit large torque with no slip
+ Develop very little heat, because they do not depend upon friction.
+ Generally lighter.
+ Less costly than a friction clutches of similar torque capacity.

-Can not be engaged at high speeds, max 60 rpm for jaw clutches, and 300 rpm
for toothed clutches
-Shock accompanies engagement at any speed
-Require some relative motion in order to engage when both driving and driven
shafts are at rest

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Friction clutches
 Transmit power from the driving shaft to the driven shaft by means of
plates, disks or cones

+ Because they can slip relative to each other, there is very little shock during
engagement.
+ Can be used for high speed engagement applications.

-Do slip
-Do wear out (requiring replacement of friction material)
-Heat is developed (might require external cooling)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Requirements of the clutch :

1. Torque transmission – Low/High
2. Clutch engagement – Gradual/Sudden
3. Heat dissipation – High/Low
4. Dynamic balancing – High/Low
5. Vibration damping – High/Low
6. Inertia – High/Low
7. Size- Big/Small
8. Operation- Easy/difficult
 Torque capacity of the clutch depends on :
1. Coefficient of friction- High/Low
2. The diameter of the driven plate – Big/Small
3. Spring thrust applied by the pressure plate- High/Low

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 Government College of Engineering and Research, Avsari (Kd)

 Limitations of capacity :
1. Max available μ is 0.35, higher than these clutch becomes unstable
2. Increasing diameter increases its inertia & it will continue to spin after
disengagement
3. There is a limit to clamping pressure to which friction lining material
subjected if it is to maintain friction properties over a long period of time.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Torque Transmitted by the clutch :

Torque transmitted T = n * F * R
F –frictional force = μ* P
μ - coefficient of friction
P –Axial load
n –number of plates
R –effective mean radius of frictional surface
-Torque transmitted depends on the radius of the friction material.
-A limit on the spring force is set by the magnitude of the effort a driver may be
expected to exert on a clutch pedal .
-μ is constant for a given material .
-n can be increased to transmit more torque.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Clutch

 Types of Clutches :
1. Single plate clutch
2. Multiple plate clutch
3. Cone clutch
4. Diaphragm clutch
5. Semi-centrifugal clutch
6. Centrifugal clutch

 Method of clutch actuation :

1. Mechanical
2. Hydraulic
3. Vacuum
4. Electro magnetic

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Components of the clutch

Flywheel Friction plates Pressure plate cover

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Single plate clutch

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 Government College of Engineering and Research, Avsari (Kd)

1. Coil Spring Clutch

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 Government College of Engineering and Research, Avsari (Kd)

 Working of the clutch

 When the pressure is applied to the foot pedal, the pressure is transmitted
through the release finger, fork and release bearing. Then the springs are
compressed and its moves back the pressure disc thus releasing the clutch
plate. Now the clutch is said to be disengaged.
 At this stage the pressure plate and flywheel are free to rotate with with the
clutch plate stationary.
 Similarly, when the clutch pedal is released, spring pressure is fully applied
on the clutch plate. The plate is held between the flywheel and the pressure
plate rotates as a single unit.
 Typical friction disc travels about 0.06 inch(1.5 mm).
 Sometimes a clutch with greater holding power is needed. When limited
space prevents making the clutch larger, the a clutch with the two friction
disc can be used.
 Use of second disc adds area, thereby providing greater torque carrying
capacity (used in medium and heavy trucks).

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Working of Diaphragm spring clutch

 Used with most manual transaxles and in many rear manual wheel drive
vehicles.
 A beleville(diaphragm) spring supplies the force that holds (the friction disc
against the flywheel.
 The spring has tapered fingers pointing inwards from a solid ring. These act
as release levers to take up the spring action as the clutch disengages.
 As the clutch pedal is pressed, the release bearing pushes against the
fingers, which cause the diaphragm to pivot about the inner pivot ring, and
outer section moves outwards, and pushes the pressure plates away from
friction disc.
 Spring force varies according to the size and thickness of diaphragm spring.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Merits of the Diaphragm Spring over Multi-coil Spring.

(a) The diaphragm spring is compact permitting the use of a shallow clutch bell-
housing to enclose the clutch unit.
(b) Due to fewer moving parts squeaks, rattles, and wear are eliminated in
diaphragm spring.
(c) This system does not require initial adjustment of the pressure-plate unit unlike
the multi-coil spring clutch units, where a small clearance is necessary between
the release-lever plate and the thrust bearing.
(d) In this design accurate balance of the clutch assembly is maintained under all
operating conditions.
(e) The diaphragm acts as both clamping spring and release-finger.
(f) As the driven-plate wears, the spring axial load self-compensates in this clutch.
(g) Clamping load in diaphragm-spring is independent of the engine speed whereas
coil springs tend to bend along their length and loose their thrust at high speeds.
(h) In this clutch disengagement pressures reduce with increase in pedal movement.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Multi-plate Clutch:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Multi-Plate Clutch
 Multi-plate clutch consists of a number of clutch plates, instead of only one
clutch plate as in the case of single plate clutch.
 As the number of clutch plates are increased, the friction surface also
increase.
 The increased number of friction surfaces obviously increases the capacity
of the clutch to transmit torque.
 The plates are alternately fitted to the engine shaft and the gear box shaft.
 They are firmly pressed by strong coil spring and assembled in a drum.
Each of the alternate plate slides in grooves on the flywheel and the other
slides on splines on the pressure plate.
 Thus, each alternate plate has inner and outer splines.

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 Government College of Engineering and Research, Avsari (Kd)

 The multiple clutch works in the same way as the single plate clutch, by
operating the clutch pedal.
 The multiplate clutches are used in heavy commercial vehicles, racing cars
and motor cycles for transmitting high torque.
 The multiple clutches may be dry or wet.
 When the clutch is operated in an oil bath, it is called a wet clutch.
 When the clutch is operated dry, it is called dry clutch.
 The wet clutch are generally used in conjunction with, or as a part of the
automatic transmission.
 It is used in racing cars and heavy motor vehicles which have high engine
power.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Centrifugal clutch
characteristics:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

The faster the RPM, more is the force on clutch disk

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• Functioning of the clutch is automatic and depends upon the

engine speed.
• As the speed increases, the flyweights move outwards due to the
centrifugal force. This movement operates a bell crank lever and
presses the floating plate.
• No need for specific operation to disengage the clutch.
• The vehicle can also be stopped with the gear load, without
stalling the engine.
• The vehicle is controlled by the accelerator pressure and gear
transmission at the starting only.
• This arrangement makes the driving operation very easy and
convenient

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Semi-centrifugal Clutch:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Semi-centrifugal clutch characteristics:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• This type of clutch uses lighter pressure plate springs for a given torque
carrying capacity, so that the engagement of the clutch in the lower speed
range becomes possible.
• The centrifugal force supplements the necessary extra clamping thrust at
higher speeds.
• Offset bob weights are attached to the release levers at their outer ends,
allowing levers to be centrifugally out of balance
• The centrifugal force causes the pressure plate to force against the driven
plate, adding extra clamping load.
• Although the thrust due to the clamping springs is constant, the movement
due to the centrifugal force varies as the square of the speed. Therefore, the
reserve factor for the thrust spring can be reduced to 1.1 compared to 1.4-
1.5 for a conventional helical coil spring clutch unit.
• Consequently, centrifugal clutch can be used for heavy duty applications
requiring transmission of greater torque loads.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Cone Clutch:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Cone Clutch:
• They are wedge clutch provides a positive drive when the external
face of the male cone member engages with the internal face of
recessed conical member.
• The facing is usually fitted to the female or recessed member in
order to improve heat dissipation and durability.
• Normally cone clutch are used with epicyclic gear trains for a
higher torque transmission.
• The energy which a cone clutch can absorb during on engagement
is less compared to the energy absorbed by a multiple clutch.
• But it is compact, cheaper and requires low clamping load due to
the wedging action. The cone clutches are loaded by spring or
hydraulic cylinders.
• .

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• Wedge angle and accurate axial alignment are the two important
factors for good cone clutch performance.
• If the wedge angle is very less, it results in excessive wedge
action and fierce engagement. This in turn results in difficult
operation for disengagement.
• If the wedge angle is too large it reduces torque transmission
capacity of the clutch and make the clutches to skid.
• Semi-cone angle of 12-16 are commonly used for effective torque
transmission.
• The torque transmitted by a cone clutch is given by,
T = μW (r1 + r2) / 2 sin α
Where, r1 and r2 are the radius of large and small cone (friction) in
meters.
α is the semi – cone angle.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Electromagnetic Clutch:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• Electromagnetic Clutch
• In this system the clutch is controlled by means electric current supplied to
the field windings in the flywheel.
• The fly wheel is attached with the field winding, which is given electric
current by means of battery, dynamo or alternator.
• The construction feature of main components is almost similar to the single
plate clutch.
• When electric current is supplied to the windings the flywheel will attract
the pressure plate and clutch plate is forced between pressure plate and
flywheel resulting in engagement.
• When the supply to the winding is cut off the clutch is disengaged by
releasing the pressure plate due to the force exerted by the helical springs or
tension springs.
• Electromagnetic clutch consists of a clutch release switch.
• When then driver holds the gear lever to change the gear, the switch is
operated cutting off the current to the winding which causes the clutch
disengaged.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• When the vehicle is stalling, the engine speed is lower & the dynamo output
is low, the clutch is not firmly engaged. Therefore, three springs are also
provided on the pressure plate which helps the clutch disengaged at low
speed.
• The forces of the electromagnet can be regulated by means of an electrical
resistance provided with acceleration system and controlled by the
accelerator pedal.
• When the speed is increased, the accelerator pedal is pressed and the
resistance is gradually cut off and thus in this way, force of electromagnet is
increased and clutch transmission becomes more rigid.
• Slippage should occur only during acceleration. When the clutch is fully
engaged, there is no relative slip (if the clutch is sized properly). Torque
transfer is 100% efficient.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Clutch Plate:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Crimp Spring

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• Both forms of crimped steel spring segment situated between the friction
linings provide progressive take up over the greater pedal travel and prevent
snatch
• The separately attached spring segments are thinner than segments formed
out of the single piece driven plate, because of that squeeze take up is
generally softer and the spin inertia of the thinner segments is noticeably
reduced.
• Ensures satisfactory bedding of the facing material and even distribution of
the work load.
• Cooling between friction lining occurs when the clutch is disengaged which
helps to regain the frictional properties of the facing material.
• Better clutch engagement control.
• Improved distribution of the friction work over the lining faces reduces
the peak operating temperature.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

When the clutch is initially engaged

the segments are progressively
Flattened so that the rate of increase
In clamping load is provided by the
rate of reaction offered by the
crimp springs

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Torsional Damper Spring:

Crankshaft Torsional Vibrations

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Torsional Damper Spring:

 To overcome the effects of crankshaft torsional
vibrations a torsion damping device is normally
incorporated within the drive plate hub assembly.
 To transmit torque more smoothly and progressively
during take up of normal driving and to reduce the
torsional oscillations being transmitted from the
crankshaft to the transmission, compressed spring are
arranged circumferentially around the hub of the driven
plate.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Clutch Material:

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Requirements of Friction Lining:

1. Relatively high coefficient of friction under operating conditions,
2. Capability to maintain the frictional properties over its working life,
3. Relatively high energy absorption for short periods,
4. Capability to withstand high pressure plate compressive loads,
5. Withstanding high impacts of centrifugal force during gear changing.
6. Adequate shear strength to transmit engine torque.
7. High level of endurance in cyclic working without effecting friction
properties.
8. Good compatibility with cast iron facings over the entire range of
operating temperature.
9. A high degree of tolerance against interface contamination without
affecting its friction take-up and grip characteristics.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 Friction lining:
• Linings are riveted or bonded to the clutch plates .
• Rivet heads are seated in counter bores in the friction material, and
it is made of copper or aluminum, with this only thickness of the
lining down to the rivet heads can be used and remainder has to be
scrapped .
• Bonded lining can utilize large portion of the total volume of the
friction material .
• Friction materials are woven or molded.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Asbestos-based Linings
 Asbestos-based linings are, generally, of the woven type. These
woven linings are made from asbestos fibre spun around lengths of
brass or zinc wire of make lengths of threads, which are both heat
resistant and strong.
 Advancement in weaving techniques has also eliminated the use of
wire coring. This has enabled to offer asbestos woven lining as
either non- or semi-metallic to suit a variety of working
conditions.
 The woven cloth can be processed in one of two ways :
 In one method, the fiber wire thread is woven into a cloth, which is
then pressed into discs of the required diameter. Several of these
discs are stitched together to obtain the desired thickness.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 The final disc is dipped into resin solution so that the

woven asbestos threads are bonded together.
 In the other method, the asbestos fiber wire is woven in
three dimensions in the form of a disc to obtain the
desired thickness in a single stage.
 It is then pressed into required shape and bonded
together by again dipping it into a resin solution. Finally
the rigid lining is machined and drilled for reverting to
the driven plate.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• These asbestos linings operate satisfactorily below 533K

providing a reasonable life span and uniform coefficient
of friction between 0.32 and 0.38.
• However, most manufacturers of asbestos-based linings
quote a maximum safe temperature of 633 K.
• As a substitute to asbestos lining material, the DuPont
Company has developed a friction material with the trade
name Kevlar aramid derived from automatic polyamide
fibers belonging to the nylon family of polymers.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 It possesses high endurance over its normal working

pressure and temperature range.
 Since it is lighter in weight than asbestos material, the
time required for gear changing is less due to a reduction
in driven plate spin. It exhibits good take-up
characteristics.
 It has good centrifugal strength to withstand lining
disintegration due to sudden acceleration caused during
the changing of gears. It has stable rubbing properties
at high operating temperatures.
 At a temperature of 698 K it begins to break down
steadily changing to carbon, and the disintegration
process is completed at about 773 K.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Metallic Friction Materials

 The metallic linings are normally made from
either sintered iron or copper-based
sintered bronze. The semi-metallic linings
are made from a mixture of organic and
metallic materials.
 Metallic lining materials in a powder form
are compressed and heated in moulds until
sufficient adhesion and densification take
place.
 This process is known as sintering.
 The metallic rings are then ground flat and
are then riveted back to back onto the driven
plate.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

 When compared to the organic asbestos based linings,

the metallic and semi-metallic linings -generally have a
higher coefficient of friction, can operate at higher
working temperatures, have greater torque capacity and
have extended life.
 The metallic materials have relatively high inertia,
making it difficult to obtain rapid gear changes, and these
facings are more expensive than organic materials.
 Therefore, metallic and semi-metallic linings have been
only moderately successful.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Cerametallic Friction Materials

• Cerametallic button friction linings are becoming
popular for heavy duty clutches. Instead of a full
annular shaped lining, like organic friction
materials, four or six cerametallic trapezoidal-
shaped buttons are evenly spaced on both sides
around the driven plate.
• The cerametallic material in a powder form
containing mainly of ceramic and copper, is
compressed into buttons and heated.
• This causes the copper to melt and flow around
each particle of solid ceramic. Once solidified, the
copper forms a strong metaceramic interface
bond. These buttons are then riveted to the clutch
driven plate and then finally ground flat.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• The cerametallic lined driven plates offer the following

advantages.
(a) They have a very low inertia (about 10% lower than
the organic disc and 45% lower than a comparable
sintered iron disc). Therefore it results in quicker gear
changes.
(b) They have a relatively high and stable coefficient of
friction with an average value of 0.4 so that the torque
capacity of clutches is increased.
(c) These can satisfactorily operate at high working
temperatures of up to 713 K for relatively long
periods without causing fade.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

(d) Button type driven plates use only about 50% of the flywheel
and pressure plate surfaces during clutch engagement. This
improves convective heat transfer to the surrounding by as much
as 100%.
(e) Button type friction pads do not warp during use unlike full ring
metallic or organic linings.
(f) Button type friction pads prevent scoring of the friction faces, as
they permit the dust worn from the friction surfaces to be thrown
clear of the clutch areas.
g) Cerametallic materials are less sensitive to grease and oil
contamination than organic asbestos based linings. Also present
time ceramic-metallic friction buttons do not wear tracks in
flywheel and pressure plate facings, which was a problem is early
days of application.

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

Overrunning Clutch:

• In 1869, William Van Anden invented the freewheel for the bicycle.
• ..\..\VId\Nowfer's explanation How does a free wheel clutch work.mp4

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 Government College of Engineering and Research, Avsari (Kd)

..\..\VId\Overrunning clutch animations.mp4

316486 Automotive Chassis and Transmission A J Bhosale

 Government College of Engineering and Research, Avsari (Kd)

• A freewheel or overrunning clutch is a device in a transmission that

disengages the driveshaft from the driven shaft when the driven rotates
faster than the driveshaft.
• The condition of a driven shaft spinning faster than its driveshaft exists in
most bicycles when the rider holds his or her feet still, no longer pushing the
pedals.
• In a fixed-gear bicycle, without a freewheel, the rear wheel would drive the
pedals around.
• Applications:
• Bicycles
• Agricultural Units
• Vehicle Transmissions (Automatic)
• Helicopters
• Engine Starters

..\..\VId\Overrunning clutch animations.mp4

316486 Automotive Chassis and Transmission A J Bhosale