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Types of clutches : Based on type of contact

• Positive contact clutches

• Friction clutches

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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

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)

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Types of clutches : Based on purpose

• Power transmission clutches

• Power interrupting clutches

• Clutches and brakes are essentially the same

device.

• Each provides a frictional, magnetic, hydraulic or

mechanical connection between two elements.

• Clutches: if both connected elements can rotate;

primary function is to transmit power on an
intermittent basis.

• Brakes: if one element rotates and the other is fixed;

absorbs the kinetic energy of moving bodies and
controls their motions.

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Requirements of the clutch :

 Torque transmission -
 Gradual engagement –
 Heat dissipation –
 Dynamic balancing –
 Vibration damping –
 Inertia –

Torque capacity of the clutch depends on :

 Coefficient of friction
 The diameter of the driven plate
 Spring thrust applied by the pressure plate

Limitations of capacity :

 max available µ is 0.35 , higher than these clutch becomes unstable

 increasing dia increases its inertia & it will continue to spin after disengagement
 there is a limit to clamping pr. To which friction lining material subjected if it is to
maintain friction properties over a long period of time.

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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.

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Clutch

Types of Clutches : Method of clutch actuation :

 Single plate clutch  Mechanical
 Multiple plate clutch  Hydraulic
 Cone clutch  Vacuum
 Diaphragm clutch  Electro magnetic
 Semi-centrifugal clutch
 Centrifugal clutch

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Materials
Various materials have been used for the disc friction facings, including asbestos in the past.
Modern clutches typically use acompound organic 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. 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.
Push/Pull
Friction disk clutches generally are classified as push type or pull type depending on the location of
the pressure plate fulcrum points. In a pull type clutch, the action of pressing the pedal pulls the
release bearing, pulling on the diaphragm spring and disengaging the vehicle drive. The opposite is
true with a push type, the release bearing is pushed into the clutch disengaging the vehicle drive. In
this instance, the release bearing can be known as a thrust bearing (as per the image above).
Pads
Clutch pads are attached to the frictional pads, part of the clutch. They are most commonly made of
rubber but have been known to be made of asbestos. Clutch pads usually last about 100,000 miles
(160,000 km) depending on how vigorously the car is driven.
Dampers
In addition to the damped disc centres which reduce driveline vibration, pre-dampers may be used
to reduce gear rattle at idle by changing the natural frequency of the disc. These weaker springs
are compressed solely by the radial vibrations from an idling engine. They are fully compressed and
no longer in use once drive is taken up by the main damper springs.
Load
Mercedes truck examples: A clamp load of 33 kN is normal for a single plate 430. The 400 Twin
application offers a clamp load of a mere 23 kN. Bursts speeds are typically around 5,000 rpm with
the weakest point being the facing rivet.
Manufacturing
Modern clutch development focuses its attention on the simplification of the overall assembly and/or

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Wet vs. dry

A wet clutch is immersed in a cooling lubricating fluid which also keeps the surfaces clean
and gives smoother performance and longer life. Wet clutches, however, tend to lose
some energy to the liquid. Since the surfaces of a wet clutch can be slippery (as with a
motorcycle clutch bathed in engine oil), stacking multiple clutch discs can compensate for
the lower coefficient of friction and so eliminate slippage under power when fully engaged.
The Hele-Shaw clutch was a wet clutch that relied entirely on viscous effects, rather than
on friction.
A dry clutch, as the name implies, is not bathed in fluid and should be, literally, dry.

Components of the clutch

flywheel Friction plates Pressure Plate Pressure plate

cover

Release fingers

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Clutch Disc
The clutch disc, also called friction lining, consists of a splined hub and a round
metal plate covered with friction material (lining). The splines in the center of the
clutch disc mesh with the splines on the input shaft of the manual transmission.
This makes the input shaft and disc turn together. However, the disc is free to
slide back and forth on the shaft.
Clutch disc torsion springs, also termed damping springs, absorb some of the
vibration and shock produced by clutch engagement. They are small coil springs
located between the clutch disc splined hub and the friction disc assembly. When
the clutch is engaged, the pressure plate jams the stationary disc against the
spinning flywheel. The torsion springs compress and soften, as the disc first
begins to turn with the flywheel.
Clutch disc facing springs, also called the cushioning springs, are flat metal
springs located under the friction lining of the disc. These springs have a slight
wave or curve, allowing the lining to flex inward slightly during initial engagement.
This also allows for smooth engagement.
The clutch disc friction material, also called disc lining or facing, is made of heat-
resistant asbestos, cotton fibers, and copper wires woven or molded together.
Grooves are cut into the friction material to aid cooling and release of the clutch
disc. Rivets are used to bond the friction material to both sides of the metal body
of the disc. Today's clutch linings are usually made from fiberglass, kevlar or some type
of metal.

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Clutch Plate and Friction lining

Requirements of a friction lining :

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Friction lining
 Linings are riveted or boned to the clutch plates .
 Rivet heads seated in counter bores in the friction material , and it is
made of copper or aluminium , 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 moulded .
- by spinning asbestos or other mineral fibers into a yarn , in some
instances on a brass wire core which is woven into a cloth and
then impregnated with a bonding agent. It is subdivided into solid
woven and laminated. In the former , the cloth is woven to the
required thickness of the lining before impregnation ,while in the
later several layers of the cloth are placed together and then
impregnated .
- moulded types made by mixing the fibres and bonding agent into a
dough and then moulding it under presure at elevated temp at dies
.

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
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
two friction disc can be used.
 Use of second disc adds area, thereby providing greater torque
carrying capacity (used in medium and heavy trucks).

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Working of Diaphragm spring clutch

 Used with most most manual transaxles and in many rear

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.

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It has a hub and plate, cushion springs, and dampening springs.
The slightly waved cushion springs attach to plate and friction facing
attach to these springs.
The dampening springs are heavy coil springs set in circle around the
hub (central splined portion where input shaft fits).
The facings are mostly made of cotton and asbestos fibres woven or
moulded together, and the the material is saturated with binding agents.
Copper wire is pressed sometimes into facings to give added strength.

Functions:
 when clutch engages, the cushion springs compress slightly to take up
the shock load.
Dampening springs reduce the torsional vibrations caused by impulses.
Friction facings provide the necessary locking force in power
transmission.

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Multiple plate clutch

Pressure
plates

1 2 3 4 5 6

driver driven

Friction
plates

No. of driving pairs n = 6

Plate Clutches
In a plate clutch, the torque is transmitted by
friction between one (single plate clutch) or more
(multiple plate clutch) pairs of co-axial annular
driving faces maintained in contact by an axial
thrust.
Both sides of each plate are faced with friction
material, so that a single-plate clutch has two pairs
of driving faces in contact.

n = no. of pairs of driving faces.

Then, for a plate clutch, the maximum torque
transmitted is
T  nWrm

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Performance characteristic of multiplate clutch

Centrifugal clutch mrω2

Driven
ω shaft

Driving ω
shaft
Friction lining

The maximum torque transmitted, T = Aω2 - B

where, A and B are constants for a given clutch.

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Working principle of centrifugal clutch :

 Functioning of the clutch is automatic and depends upon the

engine speed .
 As the speed increases ,the flyweights move out wards 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

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Semi – Centrifugal clutch

Cone-clutch
α = semi-apex angle of the cone
Only one pair of driving surfaces
α is possible, n =1

w Driven
shaft

Driving
shaft

Friction lining

The maximum torque transmitted, T = μWrm cosecα

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Cone Clutch
• Cone clutches are used where large torque have to be transmitted but where heavy
clutch engagement spring have been impracticable .
• Clutch is kept engaged by the axial force P exerted by the spring .
• The normal force Q is greater than P , since it is augmented by the wedging action of
the cones . usually Q is five times that of P .
• α- cone angle , it must be less than 20degree(in wet clutches it is 7 degree)
otherwise the cones tend to stick.
• with a more acute angle , even a small amount of wear of the friction faces would
introduce a large axial displacement of the cone .

ELECTRO MAGNETIC CLUTCH

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Engagement: Electromechanical clutches operate via an electric actuation, but

transmit torque mechanically. When voltage/current is applied to the clutch coil, the
coil becomes an electromagnet and produces magnetic lines of flux. This flux is then
transferred through the small air gap between the field and the rotor. The rotor portion
of the clutch becomes magnetized and sets up a magnetic loop, which attracts both the
armature and the friction disks. The attraction of the armature compresses or squeezes
the friction disks, transferring the torque from the inner driver to the outer disks. (In
order for the unit to be used as a clutch, a drive hub is required. This hub would be
attached to a pulley, sprocket or coupling.) Within a relatively short time, the load is
accelerated to match the speed of the rotor, thereby engaging the armature and the
output portion of the clutch.

Disengagement: When current/voltage is removed from the clutch, the armature is

free to turn with the shaft. Springs hold the armature away from the rotor surface
when power is released, creating minimal drag.

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.

Fluid coupling
 Device uses kinetic energy of fluid
 Impeller and Turbine with flat radial vanes
 Impeller converts mechanical energy into fluid power
 Turbine converts this fluid power into mechanical to drive transmission
 Relative slip between impeller and turbine

 Fluid has two motions

 Rotary flow about impeller axis in the direction of rotation
 Fluid is thrown outward due to centrifugal force
 Vortex flow when the fluid is flowing outward through the impeller to the
turbine

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Fluid Coupling

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Clutch actuating mechanism

Mechanical Clutch

Hydraulic Clutch

Vacuum Clutch

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Mechanical Linkage

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Hydraulic Linkage

Pascal's law is the basis of hydraulic drive systems. As the pressure in the system is
the same, the force that the fluid gives to the surroundings is therefore equal to pressure
× area. In such a way, a small piston feels a small force and a large piston feels a large
force

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Vacuum clutch

Solenoid : Electromechanical device made up of a coil which produces a magnetic field

when electric current is passed through it

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 To work efficiently, the clutch needs the right amount of play in the linkage between
foot pedal and the clutch operating lever (also known as the release arm or fork).

 Anything less than the correct amount of free play (or clearance) will result in clutch
slip, because the pressure plate will be unable to exert its full pressure on
the friction plate.
 Failure to cure this fault will quickly lead to a burned-out friction plate, and possibly a
ruined pressure plate.
 if, however, there is too much clearance in the clutch linkage, the car tends to creep
forward when in gear with the clutch pedal fully depressed. This is known as clutch
drag, and it can cause difficulties in heavy traffic.
 It is generally better, however to have too much play in the clutch linkage than too
little.
 The linkage should be checked and, if necessary, adjusted about every 6,000 miles or
10,000km, or as specified in the maker's service schedule. Wear on the friction plate
and on the linkage will eventually alter the maker's setting.

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There are five types of clutch problems-

 slipping,

 grabbing,

 dragging,

 abnormal noises, and

 vibration.

It is important to know the symptoms produced by these

problems and the parts that might be the cause.

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Slipping
Slipping occurs when the driven disc fails to rotate at the same speed as the
driving members when the clutch is fully engaged. This condition results whenever the
clutch pressure plate fails to hold the disc tight against the face of the flywheel. If clutch
slippage is severe, the engine speed will rise rapidly on acceleration, while the vehicle
gradually increases in speed. Slight but continuous slippage may go unnoticed until the
clutch facings are ruined by excessive temperature caused by friction.
Normal wear of the clutch lining causes the free travel of the clutch linkage to
decrease, creating the need for adjustment. Improper clutch adjustment can cause
slippage by keeping the release bearing in contact with the pressure plate in the released
position. Even with your foot off the pedal, the release mechanism will act on the clutch
fork and release bearing.
Some clutch linkages are designed to allow only enough adjustment to
compensate for the lining to wear close to the rivet heads. This prevents damage to the
flywheel and pressure plate by the rivets wearing grooves in their smooth surfaces.
Other linkages will allow for adjustment after the disc is worn out. When in doubt
whether the disc is worn excessively, remove the inspection cover on the clutch housing
and visually inspect the disc.
Binding linkage prevents the pressure plate from exerting its full pressure
against the disc, allowing it to slip. Inspect the release mechanism for rusted, bent,
misaligned, sticking, or damaged components. Wiggle the release fork to check for free
play. These problems result in slippage.

A broken engine mount can cause clutch slippage by allowing the engine to
move, binding the clutch linkage. Under load, the engine can lift up in the engine
compartment, shifting the clutch linkage and pushing on the release fork.

Grease and oil on the disc will also cause slippage. When this occurs, locate and stop
any leakage, thoroughly clean the clutch components, and replace the clutch disc. This
is the only remedy.
If clutch slippage is NOT caused by a problem with the clutch release
mechanism, then the trouble is normally inside the clutch. You have to remove the
transmission and clutch components for further inspection. Internal clutch problems,
such as weak springs and bent or improperly adjusted release levers, will prevent the
pressure plate from applying even pressure. This condition allows the disc to slip.
To test the clutch for slippage, set the emergency brake and start the engine.
Place the transmission or transaxle in high gear. Then try to drive the vehicle forward
by slowly releasing the clutch pedal. A clutch in good condition should lock up and
immediately kill the engine. A badly slipping clutch may allow the engine to run, even
with the clutch pedal fully released. Partial clutch slippage could let the engine run
momentarily before stalling.
NOTE
Never let a clutch slip for more than a second or two. The extreme heat generated by
slippage will damage the flywheel and pressure plate faces.

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Flywheel with Blue hot spots

A blue pressure plate

Worn clutch disc

Uneven wear

Grabbing or Chattering
A grabbing or chattering clutch will produce a very severe vibration or jerking
motion when the vehicle is accelerated from a standstill. Even when the operator slowly
releases the clutch pedal, it will seem like the clutch pedal is being pumped rapidly up
and down. A loud bang or chattering may be heard, as the vehicle body vibrates.

• Clutch grabbing and chatter is caused by problems with components inside the
clutch housing (friction disc, flywheel, or pressure plate).
• Other reasons for a grabbing clutch could be due to oil or grease on the disc facings,
glazing, or loose disc facings.
• Broken parts in the clutch, such as broken disc facings, broken facing springs, or a
broken pressure plate, will also cause grabbing.

There are several things outside of the clutch that will cause a clutch to grab or
chatter when it is being engaged. Loose spring shackles or U-bolts, loose transmission
mounts, and worn engine mounts are among the items to be checked. If the clutch
linkage binds, it may release suddenly to throw the clutch into quick engagement,
resulting in a heavy jerk.

However, if all these items are checked and found to be in good condition, the
trouble is inside the clutch itself and will have to be removed for repair.

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Dragging

A dragging clutch will make the transmission or transaxle grind when trying to
engage or shift gears. This condition results when the clutch disc does not completely
disengage from the flywheel or pressure plate when the clutch pedal is depressed. As a
result, the clutch disc tends to continue turning with the engine and attempts to drive the
transmission.

The most common cause of a dragging clutch is too much clutch pedal free
travel. With excessive free travel, the pressure plate will not fully release when the
clutch pedal is pushed to the floor. Always check the clutch adjustments first. If
adjustment of the linkage does not correct the trouble, the problem is in the clutch,
which must be removed for repair.

On the inside of the clutch housing, you will generally find a

• warped disc or pressure plate,
• oil or grease on the friction surface,
• rusted or damaged transmission input shaft, or
• improper adjustment of the pressure plate release levers causing the problem.

Abnormal Noises
Faulty clutch parts can make various noises. When an operator reports that a clutch is
making noise, find out when the noise is heard. Does the sound occur when the pedal is moved,
when in neutral, when in gear, or when the pedal is held to the floor? This will assist you in
determining which parts are producing these noises.
An operator reports hearing a scraping, clunking, or squeaking sound when the clutch
pedal is moved up or down. This is a good sign of a worn or unlubricated clutch release
mechanism. With the engine off, pump the pedal and listen for the sound. Once the source of the
sound is located, you should clean, lubricate, or replace the parts as required.
Sounds produced from the clutch, when the clutch is initially ENGAGED, are generally due to
friction disc problems, such as a worn clutch disc facing, which causes a metal-to-metal grinding
sound. A rattling or a knocking sound may be produced by weak or broken clutch disc torsion
springs. These sounds indicate problems that require the removal of the transmission and clutch
assembly for repair.
If clutch noises are noticeable when the clutch is DISENGAGED, the trouble is most
likely the clutch release bearing. The bearing is probably either worn, binding, or, in some cases,
loses its lubricant. Most clutch release bearings are factory lubricated; however, on some larger
trucks and construction equipment, the bearing requires periodic lubrication. A worn pilot bearing
may also produce noises when the clutch is disengaged. The worn pilot bearing can let the
transmission input shaft and clutch disc vibrate up and down, causing an unusual noise.
Sounds heard in NEUTRAL, that disappear when the clutch pedal is pushed, are caused
by problems inside the transmission. Many of these sounds are due to worn bearings. However,
always refer to the troubleshooting chart in the manufacturer's manual.

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Pedal Pulsation
Pedal pulsation s a rapid up-and-down movement of the clutch pedal as the clutch
engages or disengages
A pulsating clutch pedal is caused by the runout (wobble or vibration) of one
of the rotating members of the clutch assembly. A series of slight movements can be felt
on the clutch pedal. These pulsations are noticeable when light foot pressure is applied.
This is an indication of trouble that could result in serious damage if not corrected
immediately. There are several conditions that can cause these pulsations. One possible
cause is misalignment of the transmission and engine.

If the transmission and engine are not in line, detach the transmission and
remove the clutch assembly. Check the clutch housing alignment with the engine and
crankshaft. At the same time, the flywheel can be checked for runout, since a bent
flywheel or crankshaft flange will produce clutch pedal pulsation. If the flywheel does
not seat on the crankshaft flange, remove the flywheel. After cleaning the crankshaft
flange and flywheel, replace the flywheel, making sure a positive seat is obtained
between the flywheel and the flange. If the flange is bent, the crankshaft must be
replaced.

Other causes of clutch pedal pulsation include bent or maladjusted pressure

plate release levers, warped pressure plate, or warped clutch disc. If either the clutch
disc or pressure plate is warped, they must be replaced.

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Currently, two types of overrunning clutches predominate - the sprag clutch and roller
ramp clutch. These devices Rely on a wedging action to lock-up, which means sprags
and races must endure extremely high radial stresses to transmit even a moderate
amount of tangential force, or useful torque.

As a result, these clutches must be made from expensive, high quality bearing steel
which has been hardened to withstand the forces generated by the wedging action.

In additional, conventional one-way clutches offer limited functionality

and greatly reduced load capacity in applications with very-high overrun
speeds, high engagement speeds, and vibration - all of which are present
to some degree in most automotive environments.

All of these factors combine to make conventional one-way clutches the

weakest link in automatic transmissions.

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Application of Free wheel

 As a separate unit behind the gear box

 It enables the vehicle to be free-wheeled or coasted when the road

conditions are favorable for its use.

 The device also enabled the driver to make a gear change on a manual
gearbox without operating the main clutch. Once the vehicle was in motion,
release of the accelerator caused the one way clutch to disconnect the road
wheels from the gearbox; this removed the driving load from the gears and so
allowed the easy movement of the gear change lever.

• Torque convertor
• Automatic gear box
• Over drive units

 Although free-wheel unit slightly improve fuel consumption, the

distinct disadvantage was the increase in break lining wear
because even though the throttle was fully closed , the engine
was no longer able to offer any breaking effect.

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of the rider, while the bicycle runs on. With a free-wheel, chain breakages are reduced or nearly eliminated, as should the
chain get accidentally caught the free-wheel comes into play. There are three principal types of free-wheel clutches — roller,
ratchet and friction cone. The roller type was the earliest in use, but has fallen into disfavour. A sectional view of a ball-
bearing ratchet free-wheel, with outer cover removed, is shown in fig. 11. The ring on which the three pawls and springs are
carried is screwed on the end of the hub; the chain-wheel is combined with an inner ratchet wheel and is mounted by two
rows of ball bearings on the pawl ring. The friction cone type of free-wheel clutch is usually combined with a brake inside
the hub, the whole combination being termed a coaster hub. Fig. 12 shows a sectional view of the Eadie two-speed coaster, in
which the free-wheel clutch and brake are combined with a two-speed gear. The free-wheel clutch action is as follows: A
forward pressure of the pedals turns the externally threaded driving cone H in the internally threaded cone F, the latter being
thus forced to the right into engagement with the cup J which is screwed to the hub-shell, thus forming a friction driving
clutch. The pedals being held stationary the driving cone H is stationary, and the hub running on the ball bearings G, the cone
F travels towards the left until released from the cup J, when it also remains at rest. In this type of free-wheel clutch it is
essential that there be little or no friction between the screwed surfaces of H and F, else on beginning to pedal, the cone F
may remain stationary relative to the driving cone H, and no engagement between F and J may take place. If F be prevented
from turning faster than the hub-shell, as is sometimes done by a light spring between the two, the engagement of the friction
clutch must take place as soon as the pedals tend to move faster than the speed corresponding to that of the hub-shell.

The over running clutch acts like a ratchet. You know how you can turn
hard on a ratchet one way to tighten a bolt & then it spins easily the other
way? Same thing with the overrunning clutch. It allows the tractor to
apply power to spin the mower but the mower can't apply its momentum
back to spin the transmission. When installed you can depress the clutch
& the tractor will stop instantly but the mower will gradully spin to a
safe stop. You can also depress the clutch to shift gears, for example, and
the mower will continue to free spin. This makes it easier to resume
mowing since you don't have to spin up the mower from a complete stop
again.

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Flat-plate Friction Clutches and

Thrust Bearings
There are many instances in machines where two
surfaces, usually flat or conical in shape, are in
contact under the action of transmitted load.

The two applications to be considered here are

•The thrust bearing (where one member is

rotating and the other stationary)
and

•Friction clutch (where both members rotate,

normally in the same direction, but not necessarily at
the same speed)

Thrust bearing (collar type)

W (axial load)

T ( torque applied)
ω (angular speed)

r1 Minimum Torque required to

rotate the bearing
Bearing surface r2
(an annular T = μ Wrm
surface) Where
r1 = inner radius rm = frictional mean radius
r2 = outer radius

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Frictional torque on the dr

annular bearing surface
The axial thrust W produces a r dF
pressure p at radius r on the r2 Tangential
contacting surfaces. friction forces
Relative rotation of these r1
surfaces sets up tangential
friction forces dF
Consider an elementary ring
of thickness dr at radius r
Frictional torque on the element
From the symmetry of the
element about the centre, dT = dF r = μ dN r = 2π μp r2 dr

normal reaction on the

element Frictional torque on the entire
dN = p dA = p (2πrdr) surface
r2
At the point of slip or when
slipping occurs, frictional force T = ∫dT = 2  pr 2 dr
on the element dF = μ dN r1

Frictional mean radius (rm)

Case (I) Uniform pressure

In a newly assembled bearing, intensity of pressure acting

on the flat collar may be assumed uniform over the entire bearing
surface because of the exact tolerance to which the machine
components are manufactured, i.e. the fit between the two
surfaces is assumed to be perfect

When the pressure distribution is uniform over the bearing

surface; frictional mean radius;

2  r3 r3 
rm   2 1 
3  r22  r12 


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Case (II) Uniform Wear

When the
 r r 
rm   1 2  Rate of wear is uniform
 2  over the bearing surface

When slipping takes place wear will occur, and over a certain period of
running (in an old bearing) this wear must be uniform for the
surfaces to remain in contact.

The rate of wear is a function of the intensity of pressure p and

linear velocity of sliding vS

Wear is proportional to p, vS
vS = rω

Uniform wear => pr = c (constant)

Flat-plate Friction Clutches

A clutch enables two co-axial shafts to be engaged or
disengaged while at rest or in relative motion

Friction plate springs

W W (axial thrust)
Driving shaft T

T Driven shaft

Pressure plates Friction lining

Single-plate Friction Clutch

(Disengaged position)

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Clutch Cable Adjustment

Like the mechanical linkage, a clutch cable adjustment may be
required to maintain the correct pedal height and free travel.
Typically the clutch cable will have an adjusting nut. When the nut is
turned, the length of the cable housing increases or decreases. To
increase clutch pedal free travel, turn the clutch cable housing nut to
shorten the housing, and, to decrease clutch pedal free travel, turn
the nut to lengthen the housing.

Uniform pressure and uniform wear

 The pressure between the clutch surfaces can approach a uniform

distribution over the surface if the disks are flexible enough.

 The wear will be greater at larger diameters because wear is proportional to

pressure times velocity (pV) and the velocity increases linearly with radius.

 As the disks wear preferentially toward the outside, the loss of material will
change the pressure distribution to a non-uniform one and the clutch will
approach a uniform wear condition of pV=constant.

 A flexible clutch may be close to a uniform pressure condition when new,

but will tend toward a uniform wear condition with use.

 A rigid clutch will more rapidly approach the uniform wear condition when
use.

 The uniform wear assumptions gives a more conservative clutch rating,

because clutch capacities are lower than the uniform pressure assumption

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Problems

1.
A multi-plate clutch is to transmit 12kW at
1500rev/min. The inner and outer radii for the
plates are to be 50mm and 100mm respectively.
The maximum axial spring force is restricted to
1kN. Calculate the necessary number of pairs of
surfaces if =0.35 assuming constant wear. What
will be the necessary axial force?
(Answer, 3; 970N)

2.
A plate clutch consists of a flat driven plate gripped
between a driving plate and presser plate so that
there are two active driving surfaces, each having
an inner diameter 200mm and an outer diameter
350mm. =0.40. The working pressure is limited to
170kN/m2. Assuming the pressure is uniformly
distributed calculate the power which can be
transmitted at 1000rev/min. If the clutch becomes
worn so that the intensity of pressure is inversely
proportional to the radius, the total axial force on
the presser plate remaining unaltered, calculate the
power which can now be transmitted at
1000rev/min and the greatest intensity of pressure
on the friction surfaces.
(Answer: 130kW; 127kW; 234kN/m2)

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3. An electric motor drives a co-axial rotor through a

single-plate clutch, which has two pairs of driving
surfaces, each of 275mm external and 200mm internal
diameter, the total spring load pressing the plates
together is 500N. The mass of the motor armature and
shaft is 800kg and its radius of gyration is 260mm; the
rotor has a mass of 1350kg and its radius of gyration is
225mm.
The motor is brought up to a speed of 1250rev/min; the
current is then switched off and the clutch suddenly
engaged. Determine the final speed of the motor and
rotor, and find the time taken to reach that speed and
the kinetic energy lost during the period of slipping.
How long would slipping continue if a constant torque
of 50Nm were maintained on the armature shaft? Take
=0.35. (Answer: 552rev/min; 95s; 259kJ; 288.5s)

4. A power shaft running at 180rev/min drives a

countershaft through a single-plate friction clutch of
internal and external radii 75mm and 150mm
respectively,  being 0.3. The countershaft has a
total moment of inertia of 8.4kgm2. If the time
taken for the countershaft to attain full speed
from rest is 6s, determine the axial spring force in
the clutch, and also the energy dissipated due to
clutch slip. Assume uniform wear.
(Answer: 391N; 1.49kJ)

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5. The axial spring force operating a single-plate

clutch is 8250N. To each side of the plate is
attached a ring of friction material having an
inner diameter of 200mm and an outer
diameter of 350mm. Assuming that the normal
pressure p varies with radius r mm according
to the relation p (r + 50) = c, and that μ =0.3,
calculate the maximum power the clutch can
transmit at 300rev/min.
(Answer: 21.5kW)

MAGNETORHEOLOGICAL
FLUID CLUTCH

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What is a magnetorheological fluid ?

• A low viscosity fluid containing a suspension of micrometer-size magnetic
particles that increases its viscosity proportional to the strength of an applied
magnetic field.

Composition
Typical MR fluid consists of these three parts :
• Carbonyl Iron Particles : 20 - 40 % of the fluid is made of this soft iron
particles that are just 3 – 5 micrometers in diameter.
• A Carrier liquid : The iron particles are suspended in liquid usually
hydrocarbon oil.
• Proprietary Additives : These additives are put in to inhibit gravitational
settling of the iron particles.
• Other versions made out of ceramics or synthetic polymers are also
available.
Working Principle
• The magnetic particles are suspended within the carrier oil,
distributed randomly and in suspension under normal
circumstances.
• When magnetic field is applied tiny iron particles(0.1 - 10µm range)
align themselves with this field and the fluid turns pasty and
becomes stiff.
• Reverts back to normal when field is removed.

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Applications
• Vibration control
o Active damping controls.
o Brakes.
o Clutches Vehicle Suspension Dampers

• regulating flow.
• Exercise equipment.
• Other applications.

MR Transmission Clutches

• Disk mode uses shear stress acting on

the surface of the disk connected to
.
the rotating axis perpendicularly

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Magnetorheological Clutch
• A device to transmit torque by shear stress of
MR fluids.
• Power transmissibility changes quickly in
response to control signal (magnetism).
• It is a wet type clutch since shear stress of
fluid flow is used.

Advantages
• Easy to control
• As magnetic fields can be precisely controlled by
current driven electromagnets
• Quick response.

Disadvantages
• High density due to presence of iron, makes them heavy
• High quality fluids are expensive
• Fluids are subjected to thickening after prolonged use
and need replacement

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