A Partial Synopsis on cone clutch Submitted by NISHANT KUMAR

REG NO:-10904359 ROLL:-M2R01-B26

to Department of Mechanical Engineering In partial fulfilment of the Requirement for the Award of the Degree of Bachelor of Technology in Mechanical engineering Under the guidance of Mr.Dhirendra kumar (Asst. Professor)

CONE CLUTCH
INTRODUCTION:A cone clutch is a type of clutch that utilizes a conical friction surface which meshes into a conical flywheel, wedging itself into a locked position. The act of the cone clutch wedging into the cone-shaped flywheel produces a much stronger lock up than that of a flat clutch and a flat flywheel. One of the benefits of a cone clutch is that the clutch pedal does not need to be depressed completely in order to shift the transmission. Unlike a typical flat clutch system that requires complete pedal depression in order to release the clutch from the flywheel, the cone clutch requires only partial depression to break the friction bond of the clutch and allow easy shifting. In a cone clutch application, less material is worn away due to the nature of the cone pulling into its cone-shaped flywheel. The need to depress the clutch pedal minimally in order to shift means less slippage between gear selections, which results in less wear.

The cone clutch is an axially actuated clutch which is able to transmit a relatively high torque for its size compared to a single disk plate clutch of the same dimensions.Cone clutch serves the same purpose as a disk or plate clutch. However, instead of mating two spinning disks, 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. The cone angle is always above 8o and is normally between 12o and 15o. If the angle is less than this value than the clutch is liable to jam in engagement.

THEORY:There are two operating conditions applicable to clutch plates:Uniform wear theory :- Applicable for practical clutch assemblies after period of operation Uniform pressure theory :- Applicable for new clutch plate friction linings

Cone Clutch Fa = Axial Applied Force (N) Fn = Axial Normal Force (N) P = Clutch Power kW M = Clutch Torque (Nm) = Coefficient of Friction. r = Radius of clutche ring r i, r o = Inner, Outer radius of clutch. (m)

n = Rotational Speed (RPM) p = Pressure for friction surface(N/m2) Pmax= Max. press. for friction surface(N/m2) Uniform Wear :-

From the above formulae for Force and torque it is clear that T = F. .(ro + ri ) /( 2.sin )

Uniform pressure:-

From the above formulae for Force and torque it is clear that

WORKING OF CONE CLUTCH:Once actuated, compressed air is led into the piston space, moving the friction cones, axially, into contact with the friction surfaces driven by the engine. Given

enough pressure, the two friction surfaces become one rotating mass, transferring torque from the engine to the gear. With this particular clutch we see four rubber elements; in transmitting power from the "cones" to the output shaft, these elements dampen torsional vibrations and allow for slight misalignments.

APPLICATION OF CONE CLUTCH: Used in early automobiles High-performance racing applications Shore racing boats Heavy solid steel machines One factor making the cone clutch system popular in racing applications is its ease of reconditioning. A cone clutch can be rebuilt and reused many times instead of replacing the clutch with a new unit. The materials used in the typical flat clutch are far more lightweight than those used in a cone system. Where the clutch disk in a flat system is made of very thin and lightweight steel, the cone unit is made of heavy, solid steel machined into the correct tolerances. The very strength of a cone clutch unit eliminates the need for a flywheel. By packaging the entire clutch unit into a smaller rotating mass, the vehicle is able to accelerate much more quickly and the engine is able to reach its peak operating power level much faster than a flat clutch system model. In a racing application, this means that the vehicle can accelerate faster out of a corner and reach its top power-producing abilities much quicker than non-cone clutched competitors. In racing applications this often means an advantage in coming up to speed. In off-shore racing boats, this can mean faster acceleration from plane.

AUTOMOBILE POWERTRAIN:- In a modern car with a manual transmission the clutch is operated by the left-most pedal using a hydraulic or cable connection from the pedal to the clutch mechanism. On older cars the clutch might be operated by a mechanical linkage. Even though the cone clutch may physically be located very close to the pedal, such remote means of actuation are necessary to eliminate the effect of vibrations and slight engine movement, engine mountings being flexible by design. With a rigid mechanical linkage, smooth engagement would be near-impossible because engine movement inevitably occurs as the drive is "taken up." The default state of the clutch is engaged - that is the connection between engine and gearbox is always "on" unless the driver presses the pedal and disengages it. If the engine is running with clutch engaged and the transmission in neutral, the engine spins the input shaft of the transmission, but no power is transmitted to the wheels. The clutch is located between the engine and the gearbox, as disengaging it is required to change gear. Although the gearbox does not stop rotating during a gear change, there is no torque transmitted through it, thus less friction between gears and their engagement dogs. The output shaft of the gearbox is permanently connected to the final drive, then the wheels, and so both always rotate together, at a fixed speed ratio. With the clutch disengaged, the gearbox input shaft is free to change its speed as the internal ratio is changed. Any resulting difference in speed between the engine and gearbox is evened out as the clutch slips slightly during re-engagement. Clutches in typical cars are mounted directly to the face of the engine's flywheel, as this already provides a convenient large diameter steel disk that can act as one driving plate of the clutch. Some racing clutches use small multi-plate disk packs that are not part of the flywheel. Both clutch and flywheel are enclosed in a conical bell housing, which (in a rearwheel drive car) usually forms the main mounting for the gearbox

REFERENCES:-

http://www.wisegeek.com/what-is-a-cone-clutch.htm

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