INTRODUCTION

The clutch is an intermediate mechanism which is placed in between the flywheel and
the gearbox for the of allowing or discontinuing the power flow from engine to the
transmission system.
In normal conditions, the clutch remains in engaged position and allows flow of power
from engine to the gearbox.
When the flow of power is to be interrupted for any reason, it is disengaged and hence
the power flow discontinues temporarily.
The disengagement of the clutch is required when the gear position is to be changed or
when the vehicle needs to be kept in neutral position (i.e. engine running but the vehicle
stationary).
REQUIREMENTS OF A GOOD CLUTCH

Gradual engagement. A clutch should take-on the power drive smoothly without
undesired jerks whenever it is 1e-engaged. This helps in increased driving comfort,
less effort on the driver, and prolonged life of the clutch.

Effortless
  operation. The operation of clutch disengagement should be easier so that
the driver does not feel tired. A hard (uneasy) clutch operation will cause erratic
running.

Size. The size of a clutch should be such that it occupies minimum space. Although
the size is governed by he designed value of frictional surface area of the clutch
facing, even through this area can be accommodated efficiently by providing two or
more clutch plates, such as in multiplate clutch.

Inertia and mass. The property of a body due to which it opposes its motion is called
inertia. The inertia I is a mass related property and is given as

I =m
Torque
  transmission. A clutch should be able to transmit full (100%) torque produced
at the engine Crankshaft to the gearbox under all conditions of vehicle’s operation. It
desires that the clutch should not slip during engagement.

Friction capability of clutch facing. The material of the clutch facing should have
high coefficient of friction u. The friction material should possess sufficient strength
against the mechanical and thermal loadings so that it does not crush on clamping or
deteriorates at higher temperatures. It should also maintain a constant value of at all the
temperatures and under all working conditions, i.e. material should be homogeneous.

Heat dissipation. Large quantity of heat emanates due to rubbing of friction surfaces
during clutch operation. This heat should be dissipated as soon as it is generated. It can
be done by ensuring proper ventilation and sufficient surface area in the design of
clutch plate.

Vibration damping. A good clutch should incorporate a suitable system of springs,

materials, and designing which help in damping the vibrations. It should also be able to
die-down the noise produced during clutch operation.

Dynamic balancing. A clutch should be balanced both statically and dynamically. The
dynamic balancing is essentially required in clutches operating at high speeds.
TYPES OF CLUTCHES

Different types of clutches can be classified as follows.

1. Friction (or mechanical) clutches
2. Fluid flywheel (or clutches)
3. Electromagnetic clutches
4. Power (booster) clutches

The friction clutches are further classified into following two types depending upon
the medium in which they operate.
1. Dry clutch, and
2. Wet clutch

There are different types of dry clutches in use. On the basis of number of friction
plates they use, the shape of these plates and their working action, the dry clutches
are sub-classified into following types.
(a) Single plate clutch
(b) Multiplate clutch
(c) Cone clutch
(d) Semi-centrifugal clutch
(e) Centrifugal (or automatic) clutch
WORKING PRINCIPLE OF FRICTION CLUTCHES

The flywheel F is mounted on

engine crankshaft A and revolves
with it. The pressure plat: D is
mounted on clutch shaft B and
the clutch plate C lies it between
the flywheel and the pressure
plate. Fig. (a) clutch in disengaged position, and (b) the clutch in
engaged position

In disengaged position, the flywheel revolves at N rpm with the crankshaft while the
clutch plate, pressure plate and the clutch shaft are stationary (Fig. a). Now when the
clutch is to be engaged, the driver’s effort applied on the clutch pedal introduces an axial
force P on axial (thrust) bearing L and lever system, through linkages. This forces the
clutch plate and the pressure plate to come into contact with the flywheel and makes them
as a single assembly(Fig. b).
The result is that the shaft B also starts rotating at some speed (< N rpm). With gradual
increase in axial force P, the speed of shaft B goes on increasing till it attains the speed (N
rpm) equal to the speed of shaft A. The clutch is now said to be fully engaged, and is
capable of transmitting full engine torque to the gearbox.
Factors Affecting the Torque Transmitting Ability of a Friction Plate Clutch

 The torque transmitted by a friction plate clutch is given by

T=

where is coefficient of friction, P is axial force, and is the effective mean radius
of friction plate. Thus a good design of clutch desires a higher value of , P and .
However, there are upper bound limitations too in each case. Hence, an
appropriate compromise is made for the above quantities.
The coefficient of friction is a material’s property. Therefore, materials having
larger value of p are preferred as clutch facing. Value of varies under static and
dynamic conditions, and also due to vivid operating conditions such as pressure,
temperature and rubbing velocity.
 The magnitude of axial force P depends upon the driver’s effort, leverage of linkages,
facing material and temperature of the friction surface. A driver can exert an effort of
about 100 N easily and upto 300 N with some strain. The other related values in this
regard are as follows.

Table . Coefficient of friction for clutch facing materials

For leather as clutch facing material, the axial force P = 50-60 kPa.
For Ferodo lined clutch facing material, the axial force P = 125-250 kPa.
For Asbestos as clutch facing material, the axial force P = 250-350 kPa.
The dimension of effective mean radius is limited due to the available space in a
vehicle.
DETERMINING THE SIZE OF CLUTCH PLATE
 Since the clutches transmit power due to friction, therefore the clutch plate facing are
made of high friction materials, and of such designs which enhance the coefficient of
friction. The dimensions of the clutch plates are decided according to the following
criterions.
1. Uniform pressure(p=constant)
2. Uniform wear(pr=constant)
Uniform Pressure (p= constant)
Fig. showing a single plate clutch of inner radius and outer radius . Total axial load P acts
on it. If we consider an elemental ring of radius r and thickness dr, then load on it is given
by

Fig. a clutch plate showing its geometry and the forces on it and an imaginary (solid) clutch plate of mean effective
radius
dP=p 2
So that total axial load can be expressed by

P= p (- )
 Similarly the torque T, due to the friction on the element is given by
dT=
Total torque due to force of friction

T=()

T=

T= P

= =mean effective radius

Consideration of number of plates.
if the number of active surfaces in a clutch plate are then,
T=P
The number of active friction surfaces are one on each side in a single plate clutch
=2
whereas in case of multiplate clutch, it is expressed by
=n-1 n= number of total plates
Uniform
  Wear(pr= constant)
In this case, the load and the torque on an element are given by
pr=constant=
Total axial load P and Total torque T are obtained as
P= 2(- )

T= (- )

T=P( )

T= P

= =mean effective radius

Consideration of number of plates.
if the number of active surfaces in a clutch plate are then,
T=P
The number of active friction surfaces are one on each side in a single plate clutch
=2
whereas in case of multiplate clutch, it is expressed by
=n-1 n= number of total plates
CONE CLUTCH
A typical cone clutch is shown in Fig. It consists of an
inner cone shaped flywheel and an outer cone whose
conical surface is covered by a (clutch facing) friction
material. The inner and the outer cones press tightly
over each other when engaged. The engaging force on
them is exerted by a central compression spring. As
the drive from engine crankshaft to the gearbox shaft
in this scheme is by means of a friction grip between
the two conical surfaces, hence the arrangement is
called a cone clutch.
In its construction, the outer cone and its central boss
slide along the gearbox shah. However, they are also
forced to rotate with it due to a key (on the shaft) and
a keyway (in the boss) connection. A clutch pedal
extends beyond the pedal pivot and engages with the
collar provided on the boss. The disengagement
between outer and the inner cones can be obtained by
pressing the clutch pedal.
Fig. cone clutch
Analysis and Design of Cone Clutches
Consider
  an element of width dl at an arbitrary radius r.
Its radial thickness is dr and is related to the width as
= sin

The area of the element dA may be found as

dA=2

The element is subjected to a normal load dN and an

axial load dP. These are given by

dN=p
and
Fig. Analysis of cone clutch shows (a)
dP=dN = dr geometry and loads on the cone clutch, and
(b) geometry of an element showing loads
The total axial load on the clutch is on it
P=
And the total torque which can be transmitted as
T===
 Case 1: Uniform Pressure (p= constant)

P= p(- )

T= P
=

Case 2: Uniform Wear(pr= constant)

P= p(- )

T= P

=
SEMI-CENTRIFUGAL CLUTCH
A semi-centrifugal clutch is used to transmit power from high-powered engines and
racing car engines (racing cars also are generally equipped with high-power engines)
where clutch disengagement requires appreciable and tiresome driver’s effort. The
transmission of power in such clutches is partly by the clutch springs and the rest by
centrifugal action of an extra weight provided in the system. The clutch springs serve to
transmit the torque upto normal speeds, while the centrifugal force assists at speeds
higher than the normal. Vauxhall car employs such a clutch.

Construction. Construction of a semi-centrifugal

clutch is shown in Fig. Besides having a clutch plate,
a pressure plate, and a splined shaft, it mainly
consists of (i) Compression spring (3 numbers), and
(ii) Weighted levers (3 numbers). In this figure, only
one compression spring and weighted lever are
shown. The three weighted levers are hinged, and
spaced at equal intervals on the periphery of the
clutch assembly. One such weighted lever hinged at
B is shown in Fig. This lever is hinged to pressure
plate also through the needle bearing. The bearing
contains several needle rollers. The upper side A of
the lever is weighted.
Working
  its operation at low engine speeds, the compression springs assist in preventing the
In
clutch slipping as the centrifugal effect upon the weighted upper side is very small. But
when the engine accelerates, the upper end tends to move outwards under centrifugal
action. It thus introduces a torque about hinge B which causes a normal force over the
pressure plate at the needle bearings (3 numbers). Effect of normal force is to increase
the pressure on the pressure plate which is sufficient to prevent slip at full engine load
since the centrifugal force increases as square of the speed N.

Fig. details of weighted lever Fig. forces acting on the pressure plate at
different angles
FULLY CENTRIFUGAL CLUTCH
As is evident from its name itself, a fully centrifugal clutch
is an automatically operating system utilizing the
centrifugal force action right from the lowest engine speeds.
This action is different from semi-centrifugal clutch in
which the centrifugal force assists at higher engine speeds
only. Thus the compression springs as used in semi-
centrifugal clutch, are eliminated at all. However, more stiff
compression springs are used between pressure plate and
the friction plate to hold these parts apart during idling
speeds, or when the engine is at rest. ‘Newton’ centrifugal
clutch mounted on ‘Riley’ car is an example of this kind.
Such clutch needs no clutch pedal, instead the accelerator
pedal provides the driving control. The clutch disengages
automatically when the engine speed falls below 600 rpm
approximately. A fully-centrifugal clutch of Newton type,
shown in Fig. illustrates its principle. A weight is attached
to the pressure plate and a back plate is fitted to the
flywheel through pivoted levers. When the engine
accelerates, the weight tends to move outwards, the
increasing centrifugal force on the pivoted levers brings the
pressure and friction plates together by overcoming the stiff
spring pressure. At lower speeds (generally below 1000
rpm), some slip occurs in the system but it vanishes at
higher speeds due to centrifugal effect. Full engine torque is Fig. fully centrifugal clutch
then transmitted without any slip.
 CLUTCH PLATE

A clutch plate basically consists of a central steel plate with a splined hub, friction
facings, and the rivets meant for attaching friction facings on both sides of the steel
plate. In some cases, resins are used to bind the friction facings instead of riveting. In
latter constructions, the clutch plates are provided with either cushioning springs, ' or
With a cushioning and a few torsional springs. Based on provisions of such springs, the
clutch plates can be categorized as
1. Solid clutch plate (having no spring)
2. Axially cushioned clutch plate (with cushioning spring only)
3. Axially and torsionally cushioned clutch plate (with a cushioning and several
torsional springs).
Amongst these, the clutch plate employing both the cushioning as well as the torsional
springs is most common. Clutch plates are generally of 3 to 4 mm thickness

Solid clutch plate (Fig. a) This is the oldest and simplest type clutch plate. It suffers
from rough functioning during engagement. It is no more popular now.

Fig. a
Axially cushioned clutch plate

The drawback of solid clutch plate 15 eliminated by

providing axial cushioning effect with the help of curved
cushioning springs. These springs are segmental in shape and
wavy in profile. Several segmental springs are rigidly
attached to the center steel plate at equal intervals on its
periphery. The friction facings are then riveted to these
cushioning springs. The waviness of the spring enhances the
springing (cushioning) effect which helps in smoother
engagement of a clutch. A gradual clutch engagement with a
better control is achieved since the clutch pedal effort is
utilized in compressing the wavy springs to flat condition. As
the contact of friction plate between the flywheel and the
pressure plate is more uniform, hence clutch facings last for a
longer duration. The uniform heat generation over the entire Fig. Axially cushioned clutch
plate
friction surface also assists in keeping longer life of the
clutch facing.
Cushioned plate with torsional springs

It is well known that the clutch plate transmits torque

(twisting moment) produced at the engine crankshaft to the
gearbox. A clutch is usually designed to transmit 20% to
35% more torque than the maximum engine torque. During
more torque transmission, undesirable torsional vibrations
are introduced in the clutch plates. To combat their ill
effects, the clutch plates are provided with torsional
springs. The torsional springs are helically coiled springs
which absorb torsional vibrations by compressing
themselves. They are generally 3, 4, 6 or 8 in numbers
depending upon the size of clutch plates. Mostly 4 or 6
Fig. Cushioned plate with
torsion springs of various stiffness's are employed in slots
torsional springs
of different sizes in the plate The number of springs and
their sizes are based on the design calculations. Details of
these are beyond the scope of this book and can be referred
in some relevant text. The construction of such clutch
plates involve two distinct parts viz. (i) Central plate sub-
assembly with a splined hub, and (ii) Outer ring with clutch
facings.
 FLUID COUPLING (OR FLYWHEEL)
A fluid flywheel, also called as hydraulic coupling, is an advanced system of power
flow from engine crankshaft to the transmission. It offers jerkless engagement of gears
and damps the probable shocks while engaging a revolving crankshaft to the
transmission. It is generally used with epicyclic gearbox and on luxury cars equipped
with automatic transmission.

Construction. Cross-section of a typical fluid flywheel is

shown in Fig. It mainly consists of a driving torus and a
driven torus. The term ‘torus’ appears due to their profile
of ‘toroidal shell’ form. The driving torus is mounted on
the input shaft (engine shaft) while the driven torus on
output shaft (transmission shaft). The attachment of both
the torus is through the splined portion of the shafts. In
such designs both the torus m be slided over splines
whereas in other designs, only driven toms is free to slide
on splines. Both the torus are encased within a casing.
The two members are not in direct contact with each
other rather are coupled by oil. Fluid of suitable viscosity
always remains filled within them. Radial ribs are
provided on both tofus to form passages such that the
eddies do not form when oil circulates between them. Fig. FLUID COUPLING
The ribs also guide the oil to flow in a desired direction.
Working

When
  the engine starts, the input shaft causes the driving torus to rotate, thereby
rotating the oil contained in it. With gradual increase in the engine speed, the
rotational velocity of the oil also increases. At this moment, an oil particle of mass m,
located r distance away from the center of shaft axis, possesses a kinetic energy
K.E. = m/2 when the shaft rotates at rpm. Gradually with increase in shaft speed from
N, to N2 and so on, particle attains a gain in kinetic energy. When this particle moves
on to driven torus, this kinetic energy is transferred to it, thereby causing the driven
torus also to rotate at speeds , and so on. Thus both start rotating at the same speed
and hence speed of the output shalt becomes identical to the speed of the input shaft
provided slip does not occur between the two torus.
Characteristics of Coupling
  lower speeds the driving and driven rotors do not run at the same speed due to slip.
At
Slip is an undesired phenomenon and can be expressed as

where and are the speeds of driving and driven members respectively. A 100% slip
means hilly disengaged clutch while 0% slip indicates fully engaged clutch. This slip is
analogous to slipping of clutch plate in friction type clutches. Slip is an indication of
loss of kinetic energy of the oil. Its consequence is to increase the fuel consumption.
A typical slip versus engine speed characteristic of a fluid flywheel is shown in Fig. It
shows that the Percentage of slip is too high at speeds below 500 rpm. The slip reduces
with increase in the speed and becomes about 2% only above 3000 rpm. Hence, we
conclude that the fluid flywheel offers better performance at higher