Chapter Three

3 Clutches
3.1 Introduction
The clutch is a mechanical device, which is used to connect or disconnect the source of power from
the remaining parts of the power transmission system at the will of the operator. It is a machine
member used to connect a driving shaft to a driven shaft so that the driven shaft may be started or
stopped at will, without stopping the driving shaft. The use of a clutch is mostly found in automobiles.
An automotive clutch can permit the engine to run without driving the car because the driven shaft is
disengaged from the driving shaft. This is desirable when the engine is to be started or stopped, or
when the gears are to be shifted. The engagement and disengagement of the shafts is obtained by
means of a clutch which is operated by a lever. While changing gears, the driven shaft should be
disengaged from the driving shaft.

Operations of clutch is different from brake in terms of initial and final conditions as follows:

(i) Initial Condition: For clutch, the driving member is rotating and the driven member is
at rest while for brake, one member such as brake drum is rotating while the braking
member such as brake shoe is at rest.
(ii) Final Condition: For clutch, both members rotate at the same speed and have no relative
motion, while for brake, both members are at rest and have no relative motion.

3.2 Types of Clutches

Clutches are classified in two ways, based on

1. Method of energy transfer (actuation).

2. Method of engagement.

According to the method of energy transfer, the clutches are categorized into:

a) Mechanically actuated clutches.

b) Hydraulically actuated clutches.
c) Pneumatically actuated clutches.
d) Electrically actuated clutches.

According to the method of engagement, there are five main types of clutches commonly used in
engineering practice:

1. Positive contact clutches,

2. Friction clutches,
3. Electromagnetic clutches,
4. Fluid Clutches and couplings, and,
5. Over running clutches

The actuating force or the force required to engage the clutches is supplied mainly by springs.
3.2.1 Positive Contact Clutches
The positive clutches are used when a positive drive is required. They include square jaw clutches,
spiral jaw clutches and toothed clutches. In these clutches, power transmission is achieved by means
of interlocking of jaws or teeth. It consists of two halves, one of which is permanently fastened to the
driving shaft by a sunk key. The other half of the clutch is movable and it is free to slide axially on the
driven shaft, but it is prevented from turning relatively to its shaft by means of feather key. The square
jaw clutch is as shown in Fig. 3.1 (a) while spiral type is as shown in Fig. 3.1 (b).

A square jaw type is used where engagement and disengagement in motion and under load is not
necessary. It will transmit power in either direction of rotation.

The spiral jaws may be left-hand or right-hand, because power transmitted by them is in one direction
only. It is occasionally used where the clutch must be engaged and disengaged while in motion without
clashing. Frequent engagement results in wear of jaws.

The use of jaw clutches is frequently applied to sprocket wheels, gears and pulleys. In such a case, the
non-sliding part is made integral with the hub.

Figure 3-1: Jaw clutches

The main advantages of the jaw clutch are:

 Positive engagement
 Once coupled, they can transmit large torque with no slip.
 No heat is generated during engagement or disengagement.

The jaw clutches have the following drawbacks:

 Jaw clutches can be engaged only when both shafts are stationary or rotate with very small
speed difference.
 They cannot be engaged at high speeds because engagement of jaws and sockets results in
shock.

In general, positive contact clutches are rarely used as compared with friction clutches. However, they
have some important applications where synchronous operation is required like power presses and
rolling mills.
3.2.2 Electromagnetic Clutches
They include magnetic particle clutches, magnetic hysteresis clutches and eddy current clutches. In
these clutches, power transmission is achieved by means of the magnetic field. Magnetic clutches are
particularly useful for automatic and remote-control systems. Such clutches are also useful in drives
subject to complex load cycles. These clutches have many advantages, such as rapid response time,
ease of control, and smooth starts and stops.

3.2.3 Fluid Clutches and Couplings

In these clutches, power transmission is achieved by means of hydraulic/pneumatic pressure.
Hydraulic and pneumatic clutches are useful in drives having complex loading cycles and in automatic
machinery, or in robots. Here the fluid flow can be controlled remotely using solenoid valves. These
clutches are also available as disk, cone, and multiple-plate clutches.

A fluid coupling provides extremely smooth starts and absorbs shock.

3.2.4 Friction Clutches

A friction clutch has its principal application in the transmission of power of shafts and machines
which must be started and stopped frequently. Its application is also found in cases in which power is
to be delivered to machines partially or fully loaded. The force of friction is used to start the driven
shaft from rest and gradually brings it up to the proper speed without excessive slipping of the friction
surfaces. In automobiles, friction clutch is used to connect the engine to the drive shaft. In operating
such a clutch, care should be taken so that the friction surfaces engage easily and gradually bring the
driven shaft up to proper speed. The proper alignment of the bearing must be maintained and it
should be located as close to the clutch as possible. In these clutches, power transmission is achieved
by means of friction between contacting surfaces.

They include disc or plate clutches (single and multi-plate clutches), cone clutches and centrifugal
clutches.

It may be noted that:

1. The contact surfaces should develop a frictional force that may pick up and hold the load with
reasonably low pressure between the contact surfaces.
2. The heat of friction (the temperature as high as 1000°C is reached for a very short duration
(i.e. for 0.0001 second)) should be rapidly dissipated and tendency to grab should be at a
minimum.
3. The surfaces should be backed by a material stiff enough to ensure a reasonably uniform
distribution of pressure.

Advantages of friction clutches.

1. They have a very little shock during engagement as they can slip relative to each other.
2. It can be used for high-speed engagement applications.
 3. Slip occurs only during engaging operation and once the clutch is engaged, there is no slip
between the contacting surfaces. Therefore, power loss and consequent heat generation do
not create problems, unless the operation requires frequent starts and stops.
4. In certain cases, the friction clutch serves as a safety device. It slips when the torque
transmitted through it exceeds a safe value. This prevents the breakage of parts in the
transmission chain.

Disadvantages of friction clutches

1. They are not suitable for application that require positive transmission because they do slip.
2. Replacement of friction material is often required as they wear out.
3. External cooling is required as they generate heat during engagement.

3.3 Material for Friction Surfaces

For light loads and low speeds, wood, cork and leather are used as friction materials. The present trend
for high speeds and heavy loads has given a stimulus to the development of new friction materials,
which are capable of withstanding severe service conditions.

The desirable properties of a good friction material are as follows:

1. It should have a high and uniform coefficient of friction.

2. It should not be affected by environmental conditions like moisture, dirt particles and oil.
3. It should have the ability to withstand high temperatures caused by slippage.
4. It should have high heat conductivity.
5. It should have high resistance to abrasive and adhesive wear and scoring.
6. It should have good resilience to provide good distribution of pressure at the contacting
surfaces.

The coefficient of friction depends upon a number of factors. They include materials of contacting
surfaces, surface finish, surface temperature, rubbing speed, foreign particles on rubbing surfaces and
atmospheric conditions like moisture.

There are two types of friction materials in common use—asbestos-base and sintered metals. There
are two types of asbestos friction materials—woven and moulded. A woven asbestos friction disk
consists of asbestos fibre woven around brass, copper or zinc wires and impregnated with rubber or
asphalt. They have an endless circular weave, which increases the centrifugal bursting strength.
Moulded asbestos friction disks are prepared from the wet mixture of brass chips
and asbestos, which is poured into the mould and given the shape of the disk. The mixture is then
heated and pressed for a specific curing time.

The difference between woven and moulded asbestos materials is as follows:

(i) Woven material is flexible, while moulded asbestos is rigid.

(ii) Woven material has higher coefficient of friction.
 (iii) Woven material conforms more readily to clutch surface while moulded materials take
longer time to wear in the seat.
(iv) Woven materials are not only costly, but also wear at a faster rate, resulting in high cost in
the long run.

It has been found that if asbestos dust is inhaled, it may lead to cancer. Because of that, the use of
asbestos in clutch or brake linings has been prohibited. Asbestos material, whether woven or moulded,
is an organic material and is subject to destruction by heat at comparatively low temperature. Sintered-
metal friction materials solve this difficulty.

There are two varieties of friction disks made from sintered metals—bronze-base and iron base,
depending upon the major constituent. The advantages of sintered-metal friction disks are as
follows:
(i) They have higher wear resistance.
(ii) They can be used at high temperatures.
(iii) The coefficient of friction is constant over a wide range of temperature and pressure.
(iv) They are unaffected by environmental conditions, such as dampness, salt water or fungi.

Sintered-metal friction materials offer an excellent design with lighter, cheaper and compact
construction. The maximum permissible intensity of pressure for woven and moulded asbestos
materials is 0.3 N/mm2 and 1.0 N/mm2 respectively, while for sintered metals it can be taken between
1 and 2 N/mm2.

Table 3.1 is a summary of the materials commonly used for lining of friction surfaces and their
important properties.

Table 3-1: Properties of materials commonly used for lining of friction surfaces

Modern friction lining consists of four basic ingredients, namely:

 fibres,
 filler,
 binder and
 friction modifiers.
Fibres provide rigidity and strength for the friction lining. Nowadays, steel wool or aramid is used as
fibre material instead of asbestos. A filler fills the space between the fibres and extend the lining life.
Filler materials are barytes, clay and calcium carbonate. In case of metallic lining,
fine metal power is used as filler material. Binder is a glue that holds the lining ingredients together.
Phenolformaldehyde is extensively used as binder material. Friction modifier improves frictional
and wear properties. Brass and zinc particles are added as friction modifiers to control the abrasive
properties of the lining.

3.4 Considerations in Designing a Friction Clutch

The following considerations must be kept in mind while designing a friction clutch.

1. Selection of a proper type of clutch that is suitable for the given application.
2. Sufficient torque transmitting capacity.
3. The suitable material forming the contact surfaces should be selected.
4. The moving parts of the clutch should have low weight in order to minimize the inertia load,
especially in high-speed service.
5. The clutch should not require any external force to maintain contact of the friction surfaces.
6. The provision for taking up wear or compensating wear of the contact surfaces must be
provided.
7. The clutch should have provision for facilitating repairs.
8. Engagement and disengagement should be without shock or jerk.
9. Designing the clutch for sufficient torque capacity.
10. The clutch should have provision for carrying away the heat generated at the contact
surfaces.
11. The projecting parts of the clutch should be covered by guard.

3.5 Types of Friction Clutches

Depending upon the number of friction surfaces, the friction clutches are classified as single-plate or
multi-plate clutches. Depending upon the shape of the friction material, the clutches are classified as
disk clutches, cone clutches or expanding shoe clutches. The following are common types of friction
clutches:

1. Disc or plate clutches (single disc or multiple disc clutch),

2. Cone clutches, and
3. Centrifugal clutches.

The disc and cone clutches are known as axial friction clutches, while the centrifugal clutch is called
radial friction clutch.

3.5.1 Single Disc or Plate Clutch

A single disc or plate clutch, as shown in Figure 3.2, consists of a clutch plate whose both sides are
faced with a frictional material (usually of Ferrodo). It is mounted on the hub which is free to move
axially along the splines of the driven shaft. The pressure plate is mounted inside the clutch
body which is bolted to the flywheel. Both the pressure plate and the flywheel rotate with the engine
crankshaft or the driving shaft. The pressure plate pushes the clutch plate towards the flywheel by a
set of strong springs which are arranged radially inside the body. The three levers (also known as
release levers or fingers) are carried on pivots suspended from the case of the body. These are
arranged in such a manner so that the pressure plate moves away from the flywheel by the inward
movement of a thrust bearing. The bearing is mounted upon a forked shaft and moves forward when
the clutch pedal is pressed.

When the clutch pedal is pressed down, its linkage forces the thrust release bearing to move in towards
the flywheel and pressing the longer ends of the levers inward. The levers are forced to turn on their
suspended pivot and the pressure plate moves away from the flywheel by the knife edges, thereby
compressing the clutch springs. This action removes the pressure from the clutch plate and thus
moves back from the flywheel and the driven shaft becomes stationary. On the other hand, when the
foot is taken off from the clutch pedal, the thrust bearing moves back by the levers. This allows the
springs to extend and thus the pressure plate pushes the clutch plate back towards the flywheel.

The axial pressure exerted by the spring provides a frictional force in the circumferential direction
when the relative motion between the driving and driven members tends to take place. If the torque
due to this frictional force exceeds the torque to be transmitted, then no slipping takes place and the
power is transmitted from the driving shaft to the driven shaft.

In the working condition, the clutch is in an engaged position under the action of spring force. Levers
or forks are operated to ‘disengage’ the clutch.

Figure 3-2: Single disc or plate clutch.

Power is transmitted from the driving shaft to the driving flange by means of the key. Power is then
transmitted from the driving flange to the driven flange by means of frictional force. Finally, power is
transmitted from the driven flange to the driven shaft by means of the splines. Since the power is
transmitted by means of frictional force between the driving and driven flanges, the clutch is called
‘friction’ clutch.

The main advantages of friction clutch are as follows:

a) The engagement is smooth.

b) Slip occurs only during engaging operation and once the clutch is engaged, there is no slip
between the contacting surfaces. Therefore, power loss and consequent heat generation do
not create problems, unless the operation requires frequent starts and stops.
c) In certain cases, the friction clutch serves as a safety device. It slips when the torque
transmitted through it exceeds a safe value. This prevents the breakage of parts in the
transmission chain.

3.5.2 Design of a Disc or Plate Clutch

Consider two friction surfaces maintained in contact by an axial thrust (W) as shown in Fig. 3.3 (a).

Let T = Torque transmitted by the clutch,

p = Intensity of axial pressure with which the contact surfaces are held together,
r1 and r2 = External and internal radii of friction faces,
r = Mean radius of the friction face, and
μ = Coefficient of friction.
Consider an elementary ring of radius r and thickness dr as shown in Figure 3.3 (b).

We know that area of the contact surface or friction surface

= 2π r.dr
∴ Normal or axial force on the ring,
δW = Pressure × Area = p × 2π r.dr
and the frictional force on the ring acting tangentially at radius r,
Fr = μ × δW = μ.p × 2π r.dr
∴ Frictional torque acting on the ring,
Tr = Fr × r = μ.p × 2π r.dr × r = 2 π μ p. r2.dr

Two theories are used to obtain the torque capacity of the clutch. They are:

1. Uniform Pressure Theory, and

2. Uniform Axial Wear Theory.

1. Considering uniform pressure.

When the pressure is uniformly distributed over the entire area of the friction face as shown in Fig.
3.3 (a), then the intensity of pressure,
where W = Axial thrust with which the friction surfaces are held together.

Figure 3-3: Forces on a disc clutch.

The frictional torque on the elementary ring of radius r and thickness dr is

Tr = 2π μ.p.r2.dr

Integrating this equation within the limits from r2 to r1 for the total friction torque.

∴ Total frictional torque acting on the friction surface or on the clutch,

Where,
 2. Considering uniform axial wear.

The basic principle in designing machine parts that are subjected to wear due to sliding friction is that
the normal wear is proportional to the work of friction.

The work of friction is proportional to the product of normal pressure (p) and the sliding velocity (V).
Therefore,

Normal wear ∝ Work of friction ∝ p.V

or p.V = K (a constant) or p = K/V ...(i)

It may be noted that when the friction surface is new, there is a uniform pressure distribution over
the entire contact surface.

This pressure will wear most rapidly where the sliding velocity is maximum and this will reduce the
pressure between the friction surfaces. This wearing-in process continues until the product p.V is
constant over the entire surface. After this, the wear will be uniform as shown in Fig. 3.4.

Let p be the normal intensity of pressure at a distance r from the axis of the clutch. Since the intensity
of pressure varies inversely with the distance, therefore,

p.r = C (a constant) or p = C/r ...(ii)

and the normal force on the ring,

Figure 3-4: Uniform axial wear.

6. In case of a new clutch, the intensity of pressure is approximately uniform (hence, the uniform-
pressure theory is applicable), but in an old clutch, the uniform wear theory is more approximate.
7. The uniform pressure theory gives a higher friction torque than the uniform wear theory. Therefore,
in case of design of friction clutches, uniform wear theory should be considered, unless otherwise
stated.

3.5.3 Multiple Disc Clutch

A multiple disc clutch, as shown in Fig. 3.5, may be used when a large torque is to be transmitted. The
inside discs (usually of steel) are fastened to the driven shaft to permit axial motion (except for the
last disc). The outside discs (usually of bronze) are held by bolts and are fastened to the housing which
is keyed to the driving shaft. The multiple disc clutches are extensively used in motor cars, machine
tools etc.

Figure 3-5: Multiple disc clutch.

Difference between Single and Multi-plate Clutches

The difference between single and multi-plate clutches is as follows:

(i) The number of pairs of contacting surfaces in the single plate clutch is one or at the most,
two. There are more number of contacting surfaces in the multi-disk clutch.
(ii) As the number of contacting surfaces is increased, the torque transmitting capacity is also
increased, other conditions being equal. In other words, for a given torque capacity, the
size of the multi-plate clutch is smaller than that of the single plate clutch, resulting in
compact construction.
(iii) The work done by friction force during engagement is converted into heat. More heat is
generated in the multi-plate clutch due to increased number of contacting surfaces. Heat
dissipation is a serious problem in the multi-plate clutch. Therefore, multi-plate clutches
are wet clutches, while single plate clutches are dry.
(iv) The coefficient of friction decreases due to cooling oil, thereby reducing the torque
transmitting capacity of the multi-plate clutch. The coefficient of friction is high in dry
single plate clutches.
(v) Single plate clutches are used in applications where large radial space is available, such as
trucks and cars. Multi-disk clutches are used in applications where compact construction
is desirable, e.g., scooter and motorcycle.

The difference between dry and wet clutches is as follows:

(i) A dry clutch has higher coefficient of friction. In wet clutches, the coefficient of friction
is reduced due to oil. The coefficient of friction for dry operation is 0.3 or more, while it
is 0.1 or less for wet operation.
(ii) The torque capacity of dry clutch is high compared with the torque capacity of wet clutch
of the same dimensions.
(iii) For dry clutch, it is necessary to prevent contamination due to moisture or nearby
lubricated machinery, by providing seals. Such a problem is not serious in wet clutches.
(iv) Heat dissipation is more difficult in dry clutches. In wet clutches, the lubricating oil carries
away the frictional heat.
(v) Rate of wear is far less in wet clutches compared to dry clutches. The wear rate in wet
clutches is about 1% of the rate expected in dry clutches.
(vi) The engagement in wet clutch is smoother than in the case of dry clutch.
(vii) In wet clutches, the clutch facings are grooved to provide for passage of lubricant. This
reduces the net face area for transmitting torque.

Example 3-1
Determine the maximum, minimum and average pressure in a plate clutch when the axial force is 4
kN. The inside radius of the contact surface is 50 mm and the outside radius is 100 mm. Assume
uniform wear.

Solution. Given: W = 4 kN = 4000 N; r2 = 50 mm; r1 = 100 mm

Maximum pressure

Let pmax = Maximum pressure.

Since the intensity of pressure is maximum at the inner radius (r2), therefore

pmax × r2 = C or C = 50 pmax

We also know that total force on the contact surface (W),

4000 = 2πC (r1 – r2) = 2π × 50 pmax (100 – 50) = 15 710 pmax

∴ pmax = 4000 / 15 710 = 0.2546 N/mm2.

Minimum pressure

Let pmin = Minimum pressure.

Since the intensity of pressure is minimum at the outer radius (r1), therefore,

pmin × r1 = C or C = 100 pmin

Example 3-2
A plate clutch having a single driving plate with contact surfaces on each side is required to transmit
110 kW at 1250 r.p.m. The outer diameter of the contact surfaces is to be 300 mm. The coefficient of
friction is 0.4.

(a) Assuming a uniform pressure of 0.17 N/mm2; determine the inner diameter of the friction surfaces.

(b) Assuming the same dimensions and the same total axial thrust, determine the maximum torque
that can be transmitted and the maximum intensity of pressure when uniform wear conditions have
been reached.
Example 3-3
A dry single plate clutch is to be designed for an automotive vehicle whose engine is rated to give 100
kW at 2400 r.p.m. and maximum torque 500 N-m. The outer radius of the friction plate is 25% more
than the inner radius. The intensity of pressure between the plate is not to exceed 0.07 N/mm2. The
coefficient of friction may be assumed equal to 0.3. The helical springs required by this clutch to
provide axial force necessary to engage the clutch are eight. If each spring has stiffness equal to 40
N/mm, determine the dimensions of the friction plate and initial compression in the springs.

Solution. Given: P = 100 kW = 100 × 103 W; N = 2400 r.p.m.; T = 500 N-m = 500 × 103 N-mm; p
= 0.07 N/mm2; μ = 0.3; No. of springs = 8; Stiffness/spring = 40 N/mm.
3.5.4 Cone Clutch
A cone clutch, as shown in Figure 3.6, was extensively used in automobiles, but now-a-days it has
been replaced completely by the disc clutch. It consists of one pair of friction surface only. In a cone
clutch, the driver cone is keyed to the driving shaft by a sunk key and has an inside conical surface or
face which exactly fits into the outside conical surface of the driven cone. The driven member resting
on the feather key in the driven shaft, may be shifted along the shaft by a forked lever provided at B,
in order to engage the clutch by bringing the two conical surfaces in contact. Due to the frictional
resistance set up at this contact surface, the torque is transmitted from one shaft to another. In some
cases, a helical compression spring is placed around the driven shaft in contact with the hub of the
driven. This spring holds the clutch faces in contact due to the axial force it provides and maintains
the pressure between them.

In engaged position, power is transmitted from the driving shaft to the outer cone by means of the
key. Power is then transmitted from the outer cone to the inner cone by means of friction. Finally,
power is transmitted from the inner cone to the driven shaft by means of the splines.

The forked lever is used only for disengagement of the clutch where it shifts it axially towards right
side. This releases pressure between inner and outer cones and no torque can be transmitted.

The contact surfaces of the clutch may be metal to metal contact, but more often the driven member
is lined with some material like wood, leather, cork or asbestos etc. The material of the clutch faces
(i.e. contact surfaces) depends upon the allowable normal pressure and the coefficient of friction. The
conical surface results in considerable friction force even with a small engaging force due to the wedge
action. The recommended semi-cone angle (a) is 12.5°.

Figure 3-6: Cone clutch

The cone clutches are simple in construction and easy to disengage. Their main drawback is the strict
requirement for the coaxiality of two shafts.
3.5.5 Design of a Cone Clutch
Consider a pair of friction surfaces of a cone clutch as shown in Fig. 3.7. A little consideration will
show that the area of contact of a pair of friction surface is a frustrum of a cone.

Figure 3-7: Friction surfaces as a frustrum of a cone.

Consider a small ring of radius r and thickness dr as shown in Fig. 3.7.

Let dl is the length of ring of the friction surface, such that,

dl = dr cosec α

∴ Area of ring = 2π r. dl = 2π r.dr cosec α

We shall now consider the following two cases:

1. When there is a uniform pressure, and

2. When there is a uniform wear.
 a) Considering uniform pressure

Integrating this expression within the limits from r2 to r1 for the total frictional torque on the clutch.

b) Considering uniform wear

In Fig. 3.7, let pr be the normal intensity of pressure at a distance r from the axis of the clutch.
We know that, in case of uniform wear, the intensity of pressure varies inversely with the distance.

Integrating this expression within the limits from r2 to r1 for the total frictional torque on the clutch.
The forces on a friction surface, for steady operation of the clutch and after the clutch is engaged, is
shown in Fig. 3.8 (a) and (b) respectively.

Figure 3-8: Forces on a friction surface.

From Fig. 3.8 (a), we find that,

Notes:

1. The above equations are valid for steady operation of the clutch and after the clutch is engaged.
2. If the clutch is engaged when one member is stationary and the other rotating (i.e. during
engagement of the clutch) as shown in Fig. 3.8 (b), then the cone faces will tend to slide on
each other due to the presence of relative motion. Thus an additional force (of magnitude
μ.Wn cos α) acts on the clutch which resists the engagement, and the axial force required for
engaging the clutch increases.

3. Under steady operation of the clutch, a decrease in the semi-cone angle (α) increases the torque
produced by the clutch (T) and reduces the axial force (W). During engaging period, the axial
force required for engaging the clutch (We) increases under the influence of friction as the
angle α decreases. The value of α cannot be decreased much because smaller semi-cone angle
(α) requires larger axial force for its disengagement.
4. If the clutch is to be designed for free disengagement, the value of tan α must be greater than
μ. In case the value of tan α is less than μ, the clutch will not disengage itself and axial force
required to disengage the clutch is given by

Example 3-4
The contact surfaces in a cone clutch have an effective diameter of 80 mm. The semi-angle of the
cone is 15° and coefficient of friction is 0.3. Find the torque required to produce slipping of the clutch,
if the axial force applied is 200 N. The clutch is employed to connect an electric motor, running
uniformly at 900 r.p.m. with a flywheel which is initially stationary. The flywheel has a mass of 14 kg
and its radius of gyration is 160 mm. Calculate the time required for the flywheel to attain full-speed
and also the energy lost in slipping of the clutch.

Solution. Given: D = 80 mm or R = 40 mm; α = 15°; μ = 0.3; W = 200 N; N = 900 r.p.m. or ω = 2π

× 900/60 = 94.26 rad/s; m = 14 kg; k = 160 mm = 0.16 m.
Example 3-5
Determine the principal dimensions of a cone clutch faced with leather to transmit 30 kW at 750
r.p.m. from an electric motor to an air compressor. Sketch a sectional front view of the clutch and
provide the main dimensions on the sketch.
Assume: semi-angle of the cone = 12.5°; μ = 0.2; mean diameter of cone = 6 to 10d where d is the
diameter of shaft; allowable normal pressure for leather and cast iron = 0.075 to 0.1 N/mm2; load
factor = 1.75 and mean diameter to face width ratio = 6.
From figure above, we find that outer radius of the clutch,
3.5.6 Centrifugal Clutch
Whenever it is required to engage the load after the driving member has attained a particular speed, a
centrifugal clutch is used. The centrifugal clutches permit the drive-motor or engine to start, warm up
and accelerate to the operating speed without load. Then the clutch is automatically engaged and the
driven equipment is smoothly brought up to the operating speed. These clutches are particularly useful
with internal combustion engines, which cannot start under load. They are usually incorporated into
the motor pulleys.

It consists of a number of shoes on the inside of a rim of the pulley, as shown in Fig. 3.9. The outer
surface of the shoes is covered with a friction material. These shoes, which can move radially in guides,
are held against the boss (or spider) on the driving shaft by means of springs. The springs exert a
radially inward force which is assumed constant. The weight of the shoe, when revolving causes it to
exert a radially outward force (i.e., centrifugal force). The magnitude of this centrifugal force depends
upon the speed at which the shoe is revolving. A little consideration will show that when the
centrifugal force is less than the spring force, the shoe remains in the same position as when the
driving shaft was stationary, but when the centrifugal force is equal to the spring force, the shoe is just
floating. When the centrifugal force exceeds the spring force, the shoe moves outward and comes into
contact with the driven member and presses against it. The force with which the shoe presses against
the driven member is the difference of the centrifugal force and the spring force. The increase of
speed causes the shoe to press harder and enables more torque to be transmitted.

Figure 3-9: Centrifugal clutch

There are two distinct applications of centrifugal clutch, namely, light-duty applications and heavy-
duty applications. They are as follows:

A. In centrifugal clutch, the engagement is very smooth because the electric motor has a chance
to accelerate and reach the operating speed, before it has to take up the load. Chain saws,
lawnmowers, golf carts and small recreational vehicles use centrifugal clutch on this account.
B. The centrifugal clutch is also useful in heavy-duty applications, where a high inertia load is to
be brought up to the operating speed. By providing a ‘time delay’ that is sufficient to permit
 the prime mover to gain momentum before taking over the load, centrifugal clutches provide
smooth engagement. Heavy mobile equipment such as cranes, cement mills, and ball mills use
centrifugal clutches on this account.
The centrifugal clutches are used in small two wheelers like mopeds as well as large army
vehicles like battle tanks.

3.5.7 Design of a Centrifugal Clutch

In designing a centrifugal clutch, it is required to determine the weight of the shoe, size of the shoe
and dimensions of the spring.

The following procedure may be adopted for the design of a centrifugal clutch.

1. Mass of the shoes

Consider one shoe of a centrifugal clutch as shown in Fig. 3.10

Figure 3-10: Forces on a shoe of a centrifugal clucth.

Let m = Mass of each shoe,

n = Number of shoes,

r = Distance of centre of gravity of the shoe from the centre of the spider,

R = Inside radius of the pulley rim,

N = Running speed of the pulley in r.p.m.,

ω = Angular running speed of the pulley in rad/s= 2πN/60 rad/s,

ω1 = Angular speed at which the engagement begins to take place, and

μ = Coefficient of friction between the shoe and rim.

We know that the centrifugal force acting on each shoe at the running speed,

Pc = m.ω2.r

Since the speed at which the engagement begins to take place is generally taken as 3/4th of the running
speed, therefore the inward force on each shoe exerted by the spring is given by

2. Size of the shoes

Let l = Contact length of the shoes,

b = Width of the shoes,

R = Contact radius of the shoes. It is same as the inside radius of the rim of the pulley,

θ = Angle subtended by the shoes at the centre of the spider in radians, and

p = Intensity of pressure exerted on the shoe. In order to ensure reasonable life, it may be
taken as 0.1 N/mm2.

∴ Area of contact of the shoe

=l.b

and the force with which the shoe presses against the rim
 = A × p = l.b.p

Since the force with which the shoe presses against the rim at the running speed is (Pc – Ps), therefore

l.b.p = Pc – Ps

From this expression, the width of shoe (b) may be obtained.

3. Dimensions of the spring

We have discussed above that the load on the spring is given by

The dimensions of the spring may be obtained as usual.

Example 3-6
A centrifugal clutch is to be designed to transmit 15 kW at 900 r.p.m. The shoes are four in number.
The speed at which the engagement begins is 3/4th of the running speed. The inside radius of the
pulley rim is 150 mm. The shoes are lined with Ferrodo for which the coefficient of friction may be
taken as 0.25. Determine: 1. mass of the shoes, and 2. size of the shoes.

Solution. Given: P = 15 kW = 15 × 103 W; N = 900 r.p.m.; n = 4; R = 150 mm = 0.15 m; μ = 0.25