CLUTCH

1.1. INTRODUCTION
The power developed inside the engine is available at the crankshaft for
transmission to the wheels. Figure 1.1 shows the algorithm of power transmission from the
engine to the wheels. It consists of following main parts:
Flywheel
Clutch
Gearbox
Universal joints
Propeller shafts
Wheels
For smooth transmission of power from one component of the system to another component;
proper design of each component is necessary.
The power of the crankshaft is transmitted from the clutch to the gear box or transmission,
which consists of set of gears to change the speed .From the gear box it is transmitted to the
propeller shaft through the universal joint and then to the differential through another universal
joint. Finally the power is transmitted to the rear wheels to the rear axles.

Figure 1.1. Power transmission system

1.2. FUNCTION OF CLUTCH

Clutch is an important device in transmission system which serves the following
functions:
To engage and disengage the flow of power from the engine to the gear box. When
clutch is engaged power is transmitted from the engine to the rear wheels. When
clutch is disengaged, power is not transmitted to the rear wheels but engine is still
running.
To provide smooth transfer of power to the gearbox.

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 To absorb torsional loads and damped the vibrations produced during the power
transmission.

1.3. PRINCIPLES OF OPERATION

Clutch works on the principle of friction. When two friction surfaces are brought in contact with
each other and pressed with certain force they are united due to friction between them. If one is
rotated, other will also rotate during this condition. It can be separated or brought into contact
whenever required. One surface is referred as driving member and other as driven member. The
friction between two surfaces depends upon
1. Area of contact surface.
2. Force applied on them.
3. Coefficient of friction of surface material.
When the driven member is brought in contact with driver, the clutch slips initially. As the
pressure increases the driven member is brought to the speed of the driving member. When the
speed of both members becomes equal then two members are in frictional contact without any
slip and clutch is said to be fully engaged. The driving torque can be increased by increasing the
effective radius of contact, coefficient of friction, clamping force, or the number of contact
surfaces.

1.4. REQUIREMENTS OF CLUTCH

The clutch should be able to transmit torque to the gearbox.
The clutch should engage and disengage at proper time.
The clutch should dissipate maximum heat produced during the operation.
The clutch should have a suitable mechanism to damp vibrations and to eliminate noise
produced during the power transmission.
The clutch should have proper size.
The clutch should have facing of high coefficient of friction.

1.5. PARTS OF CLUTCHES

Following are the main parts of clutches which are shown in fig 1.3.
Flywheel
Clutch plate
Clutch facings
Pressure plate
Operating linkages

1.5.1. Flywheel
The flywheel is an integral part of the crankshaft and it is housed in the same
casing having clutch. Its one face remains in contact with the clutch facing when it is in engaged
position. Its design and size is important because it influences the size of the clutch.

1.5.2. Clutch plate

It is also known as friction plate and possesses clutch facing made of friction
materials like asbestos, leather cork, or cotton fabric. The two facings are riveted on a steel

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plate. The clutch plates are provided with either cushioning springs or with a cushioning and a
few torsional springs. Based on the provisions of springs it can be classified as
Solid clutch plate
Axially cushioned clutch plate
Axially and torsionally cushioned clutch plate
The above mentioned types of clutches are shown in fig1.2. Solid clutch plates are the oldest
clutches and are not in use. They suffer from the rough functioning during engagement. They do
not able to cope up with torsional vibrations produced and lead to problem of gear rattling at
increased driven speed and torque outputs.

Figure 1.2. Types of clutch plates

The drawback of the clutch plate is eliminated by providing axial cushioning effect. This axial
cushioning effect is done by several curved cushioning springs provided at the outer periphery of
the clutch plate. These springs are segmental in shape and curvy in profile. The friction facings
are riveted at these cushioning springs. A gradual engagement with a better control is achieved
since the clutch pedal is utililized in compressing the curvy sprigs 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 clutches are required to transmit 20 % to 35 % more torque than the maximum engine
torque. During the torque transmission, undesirable torsional vibrations are produced in the
clutch plates. To combat their ill effects, the clutch plates are provided with torsional springs.
These springs are helically coiled springs which absorb torsional vibrations by compressing
themselves. They are generally 3,4,5,6 or 8 in numbers depending upon the size of the clutch
plate.
1.5.3. Clutch facings
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 The materials and methods used in the manufacture of clutch facings are of
utmost importance for the correct operation and functioning of the modern clutch assembly. The
clutch facing should posses the following requirements.
Good wear strength against the high rubbing speed and large intensity of pressure.
High coefficient of friction
High heat resistance so as to withstand high temperatures
Light in weight
Longer life
The friction materials of the clutch plate are generally of three types:
Mill board type
Woven type
Moulded type

Mill board type: They mainly include asbestos sheets saturated with different chemicals. They
are cheap as well as quite satisfactory in operation.

Woven type: They are made by saturating a cloth with certain binders or by wearing threads of
brass of copper wires covered with long fibre asbestos and cotton.

Moulded type: They are prepared from a mixture of asbestos fibres and a suitable binding
material. The intimately mixed mixture is heated to a certain temperature and then moulded
under pressure. The moulding is done in a ‘die’ whose shape and size is similar to that of the
facing.

1.5.4. Pressure plate

The pressure plate is made from special cast iron. The primary function of the
pressure plate is to establish even contact with the driven plate facing, through which the
springs can exert sufficient force to transmit the full torque of the engine.
Pressure plate must be design in such a way that it should not contain excess weight and
thickness so that it can provide rapid acceleration and absorb more heat generated in the
operation.

1.5.5. Operating Linkages

The engagement and disengagement of a clutch is accomplished by means of
linkages of various kinds. The main amongst them are as follows
Mechanically operated clutch
Electromagnetically operated clutch
Hydraulically operated clutch
Pnematically operated clutch
Vaccum operated clutch
Magnetically operated clutch

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Figure 1.3. Description of parts of clutch

1.6. TYPES OF CLUTCHES

The clutches used in vehicles are more or less same in construction and operation.
There are some differences in the in the details of the linkage as well as in the pressure plate
assemblies. In addition, some clutches for heavy duty applications have two friction plates and
an intermediate pressure plate. Most designs use number of coil springs but some use a
diaphragm or conical type spring. Different types of clutches are as follows:

Friction clutch
(a) Single plate clutch
(b) Multiplate clutch
(i) Wet
(ii) Dry
(c) Cone clutch
(i) External
(ii) Internal
Centrifugal clutch
Semi-centrifugal clutch
Diaphragm clutch
Hydraulic clutch
Electro-magnetic clutch
Vacuum clutch

1.6.1. Single plate clutch

It is the most common type of clutch used in automobiles. It consists of flywheel which
is mounted on the engine crankshaft and rotates with it as shown in fig 1.4. The pressure plate is
bolted to the flywheel through clutch springs and is free to slide on the clutch shaft when clutch
is engaged and disengaged. It also consists of clutch plate mounted between pressure plate and
flywheel. When the clutch is engaged, the clutch plate is gripped between the pressure plate and
the flywheel. Due to the friction linings on both side of the clutch plate, it starts revolving with

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the flywheel. The revolution of the clutch plate leads to the revolution of clutch shaft, due to
which power is transmitted to the crankshaft to the clutch shaft.
The clutch is disengaged when the pedal is pressed. Due to disengagement the pressure
plate moves against the stiff action of the helical spring which separates the clutch plate from
the flywheel. Thus, the flywheel remains rotating with the engine and the clutch shaft stops
rotating. As soon as the clutch pedal is pressed, the clutch gets disengaged, otherwise it remains
in engaged position due to spring forces.

Advantages
Changing of gear is easy
Clutch does not stick
Reduced impact loads during gear changing

Disadvantages
Requires greater force for disengagement due to more stiff force
Having slipping tendency
Excessive heat is generated

Figure 1.4. Single plate clutch

1.6.2. Multiplate clutch

Multiplate clutch consists of number of clutch plate as in the case of single plate
clutch. The increase in number of clutch plate increases the friction surface which increases the
ability of clutch plate to transmit torque. The plates are alternatively arranged on the crankshaft
and the clutch shaft. They are tightly pressed by strong coil springs and are assembled in drum.
The multiplate clutch works in the same way as the single plate does. They are used in
racing cars, commercial vehicles and motorcycles.
Multi plate clutch can be dry type or wet type. The clutch is partially filled with oil. The
coefficient of friction in oil varies from 0.07 to 0.17 of asbestos based fabrics.

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 The oil acts as cushioning  medium to provide smooth engagement and disengagement
The oil also carries the heat dissipated by the clutch due to friction. This reduces
operations temperature and increases the life of the clutch plates.
The oil acts as lubricant and reduces axial thrust lost due to bending on splines.
The major disadvantage is the reduction in coefficient of friction when immersed in oil. It
can be compensated by using high operating pressure of different friction material.
Generally cork inserted multi plate clutches are used in wet clutches. In wet clutches the
fluid under pressure is fed along the shaft.

Figure 1.5. Multi plate clutch

1.6.3. Cone clutch

It consists of friction surfaces in the form of cones. The engine shaft consists of
female cone. The male cone is mounted on the clutch shaft which can slide on the splines of the
shaft. When the clutch is engaged, the friction surface of the male cone is in contact with that of
the female cone due to the force of the spring. When the clutch pedal is pressed, the male cone
slide against the spring force and the clutch is disengaged.

Advantages
Normal force acting on the friction surfaces is greater than the axial force

Disadvantages
The male cone tends to bind in the female cone when the cone angle is made smaller than
20o
Small amount of wear of cone clutch can hamper the functioning of the clutch

If α = semi-cone angle
P = axial force
Q= normal force

Then, Q= P/cosα
Which is greater than P.

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Figure 1.6. Cone clutch

1.6.4. Centrifugal clutch

This type of clutch operates on the centrifugal force instead of spring force for keeping
the clutch in engaged position. Also it does not require the clutch pedal for operation of clutch.
This type of clutch operates with variation of speed. The engine can be started in any gear by
pressing the accelerator pedal.
This system consists of flywheel as driving member and pressure plate as the driven member.
The pressure plate is provided with friction lining on its outer surface. The pressure plate is
actuated by means of floating spring which exerts pressure on the floating. The spring on the fly
wheel keeps the clutch is disengaged position at low speeds. When the speed increases the
weight flees off thereby operating bell crank lever and pressing the floating plate. The force
acting on the floating plate is transmitted to the pressure plate through the helical spring placed
between floating plate and pressure plated.
Due to this force the pressure plate is pressed on to flywheel providing the transmission through
the friction lining and thereby resulting in engagement of clutch. The stop provided above the
weight limits the amount of centrifugal force of the speed is increased over this limit the pressure
on plate will be constant.
Other type of centrifugal clutches are used in automobiles (generally in mopeds) consists of
spider as the driving member. The spider has four shoes having the frictional surfaces. These
are kept in contact with the cylindrical clutch case by means of springs. As the speed increases,
the shoes extend outwards due to centrifugal force and make contact with the cylindrical clutch
to transmit the power. The transmission starts as soon as the spring force exceeds the spring
force and shoes extends outwards. Hence the power transmission starts as soon as the engine
starts rotating at a speed enough to develop the required centrifugal force. The transmission
stops as soon as the engine speed drops below the desired value. Hence no power is transmitted
to the road wheels when the engine is idle or running at lesser speed than the desired value.

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Figure 1.7. Centrifugal clutch

1.6.5. Semi-centrifugal clutch

The semi-centrifugal clutch uses centrifugal force as well as the spring force for
keeping it in engaged position. The springs assist in engaging the clutch at lower engine speeds.
It consists three hinged and weighted levers and three clutch springs alternatively
arranged at equal spaces on the pressure plate. When the engine speed is low, the springs help
in keeping the clutch engaged. When the engine speed increases, the weights fly off and the
levers also exert pressure on the plate, keeping the clutch firmly engaged.
An adjusting screw is provided at the end of lever, by means of which centrifugal force
on the pressure plate can be adjusted.

Advantages
Less stiff springs are used so that the driver may not get any strain in operating the
clutch.

Figure 1.8. Semi centrifugal clutch

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1.6.6. Diaphragm clutch
In this type of diagram type springs are used instead of coil / helical springs. This type of clutch
does not require any release levers as the spring itself acts as the series of levers. This type of
springs do not have constant rate characteristics as in the case of coil springs and the pressure
on the diaphragm springs increases until it is in flat position, thereafter decreases after passing
this position. Hence the driver does not have to exert heavy pedal pressure to hold the clutch out
of engagement compared to coil spring type. In coil spring type the spring pressure increases
when the pedal is depressed to disengage the clutch and high pressure is required to keep the
clutch in disengaged position.
This clutch consists of conventional friction clutch, thrust plate, diaphragm type spring and
release sleeve. The diaphragm is held between the inner end of the main bearing and its outer
circumstance fits into the counter bore of the thrust plate. The central position of the diaphragm
spring is divided into several segments by radial slots terminating into holes. These segments
acts like spring providing the required thrust on the pressure plate. This simple arrangement
eliminates the necessity for providing separate release levers.
Working: In the engaged position the spring pivots on the inner pivot rings as it is held on the
clutch cover so that its outer rings contacts with the pressure plate. Again in this conical
position the spring exerts through pressure to keep the pressure plate in firm contact with the
clutch plate and flywheel. When the pedal is depressed the linkage moves release bearing toward
the flywheel. When the pedal is depressed the linkage moves release bearing towards the
flywheel to disengage the clutch. As the bearing contacts with inner position of the conical
springs it moves that position forward which cause the link to move backward. This removes the
pressure on the pressure plate and release the clutch plate from contact with other driving
members.
Another type of conical spring used is the crown spring. This type differs from the tapered finger
type with its surface corrugated instead of flat and the centre section is continuous without any
spring. The clutch spring fits between the pressure plate and clutch cover. The entire assembly is
held together by six spring retainer located on the pressure plate. The actuation of this type of
spring is similar to integral / split type diaphragm spring.

Advantages
Accomodates larger clutch plate within a given housing diameter
Low operating effort
Accurate operation at higher engine speeds
Better balancing

Disadvantages
Insufficient clamping force in case of larger diaphragm

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 Figure 1.9. Diaphragm clutch

1.6.7. Hydraulic clutch

A more convenient way to transmit force and movement is by hydraulic linkage in
which the fluid is forced through a flexible plastic pipeline, spun between the foot-pedal and the
clutch bell-housing. A master-cylinder, mounted on the bulkhead and a push-rod joining the
clutch-pedal to the sliding piston, provides the control of the clutch action. A slave cylinder unit
containing the piston, is installed on an extension formed on the bell-housing flange. The slave
piston relays the slightest movement to the fork-lever through the slave pushrod. The thrust
bearing assembly is fixed to one end of the fork lever, and a spherical pivot is installed slightly
in from this end.
The master-cylinder piston pushes a continuous column of fluid through the pipeline
when the clutch pedal is pressed down. This causes the displacement of an equal volume of fluid
into the slave-cylinder due to which the piston moves out and tilts the fork lever. This causes the
thrust bearing to defect the release-fingers so that the driven-plate is slipped.

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When the pedal is released, engagement of the clutch occurs due to which the fluid returns to the
master-cylinder and its reservoir. The return-spring in the slave-cylinder then maintains a slight
pressure on the fork-lever for a continuous contact of the thrust bearing with the release-fingers.
Driven-plate wear, in this system, is compensated by the slave return-spring and piston
automatically moves to take up the increased fork-lever tilt. The hydraulic actuating mechanisms
are independent of frictional wear unlike cables due to application of large leverage. This
system is particularly suitable for heavy-duty vehicles such as on large trucks.

Figure 1.10. Hydraulic clutch

1.6.8. Electro-magnetic 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.
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 engaged firmly at low speed also.
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.

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Figure 1.11. Electro-magnetic clutch

1.6.9. Vacuum clutch

The vacuum clutch is operated by the vacuum existing in the engine manifold. Fig shows
the mechanism of a vacuum clutch. It consists of a vacuum cylinder with piston, solenoid
operated valve, reservoir and a non-return valve. The reservoir is connected to the engine
manifold through a non return valve. Vacuum cylinder is connected to the reservoir through
solenoid operated valve. The solenoid is operated from the battery and the circuit incorporates a
switch which is placed in the gear lever. The switch is operated when the driver holds the lever
to change gears.
When the throttle is wide opened, the pressure in the inlet manifold decreases due
to which the non-return valve closes, isolating the reservoir from the manifold. Thus a vacuum
exists in the reservoir all the time.
In the normal operation, the switch in the gear lever remains off, the solenoid
operated valve remains in its bottom position. In this positions the atmospheric pressure acts on
both the side of the vacuum cylinder, because the vacuum cylinder is open, so also atmosphere
though a vent. When the driver holds the lever to change the gear, the switch is closed;
energizing the solenoid which pulls the valve up. This connects one side of vacuum cylinder to
the reservoir. Due to the difference of pressure on the vacuum cylinder piston, it moves. This
movement of the piston is transmitted by a linkage to the clutch, causing it to disengage. When
the driver is not operating the gear lever, the switch is open and the clutch remains engaged due
to the force of springs.

Figure 1.12. Vacuum clutch

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1.6.10. Dog and spline clutch
This type of clutch is used to lock two shafts together or to lock a gear to a shaft. It
consists of a sleeve having two sets of internal splines. It slides on a splined shaft with smaller
diameter splines. The bigger diameter splines match with the external dog clutch teeth on
driving shaft. When the sleeve is made to slide on the splined shaft, its teeth match with the dog
clutch teeth of the driving shaft. Thus the sleeve turns the splined shaft with the driving shaft.
The clutch is said to be engaged. To disengage the clutch, the sleeve is moved back on the
splined shaft to have no contact with the driving shaft.
This type of clutch has no tendency to sup. The driven shaft revolves exactly at the
same speed as that of the driving shaft, as soon as the clutch is engaged. Therefore it is also
known as positive engagement clutch.

Figure 1.13. Dog and spline clutch

1.6.11. One way clutch (Free wheel clutch)

These types of clutches are used to transmit the power in only one direction. The
power is transmitted from the driver to driven and not vice-versa. When the drive rotates in the
reverse direction the clutches slips or disengages. This type of clutch mainly consists of an inner
race and outer race. The inner race is connected to the driver and the outer race is connected to
the driven.

Figure 1.14. One way clutch

Sprag clutch
In this type several sprags are equally spaced between the inner and outer races. The sprags can
be installed in the direction as shown in the figure or can be tuned through 180 0 to provide anti-
clockwise rotation. Generally sprags are provided with energizing springs to hold the individual
sprags against the two races.
When the inner race rotates in anticlockwise direction the sprag tilts in the same direction of
rotation. Due to this action the sprag wedges between the inner and outer race. As a result the
outer race rotates in the same direction as that of inner race and at the same speed. If the outer
race rotates at more speed then the wedging action is removed and no power is transmitted.

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Similar action occurs if the inner race tries to rotate in the opposite direction. One way clutches
are used to transmit the power in clockwise or anticlockwise direction by the proper positioning
of springs.

1.7. FRICTION LINE MATERIALS

Common materials used for clutch lining are:
(i) Asbestos: It can be used at high temperature also and linings of this material have coefficient
of friction of about 0 2.
(ii) Reybestos and Ferodo: These materials are most suitable and generally used for clutch
friction linings and have a co efficient of friction of about 0.35.
(iii) Leather: The co-efficient of friction between dry leather and iron is 0.27.
(iv) Cork: The co-efficient of friction between cork and steel or iron is 0.32.
(v) Fabric: This material has co-efficient of friction about 0.4, but it cannot be used a high
temperature.

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