Clutch and Brakes

https://mechstuff.com/types-of-clutches/
Brake Clutch
No rotating assembly Has a rotating assembly
Produces temporary friction Produces temporary friction
between a rotating(wheel) between the Gear shaft and
and drum Engine Shaft
Helps in absorbing power Helps in delivering power
Disengaged by default Engaged by default
Used to change gears to
Slows or stops down the
control the speed of the
vehicle
vehicle
The machine elements most frequently used for motion control are the clutch and
the brake, and clutches are examples of machine elements that use friction in a
• Brakes
useful way.
• Clutches are required when shafts must be frequently connected
and disconnected. The function of a clutch is twofold: first, to
provide a gradual increase in the angular velocity of the driven
shaft, so that its speed can be brought up to that of the driving
shaft without shock; second, when the two shafts are rotating at
the same angular velocity, to act as a coupling without slip or loss
of speed in the driving shaft.
A brake is a device used
to bring a moving
system to rest, to slow
its speed, or to control
its speed to a certain
value. The function of
the brake is to turn
mechanical energy into
heat.
Classification
s
Clutches are classified into the following four groups:
(i) Positive contact Clutches They include square jaw clutches, spiral jaw
clutches, and toothed clutches. In these clutches, power transmission is achieved
by means of interlocking jaws or teeth. Their main advantage is positive
engagement, and once coupled, they can transmit large torque with no slip.
Friction Clutches
They include single and multi-plate clutches, cone clutches and
centrifugal clutches. In these clutches, power transmission is
achieved by means of friction between contacting surfaces.

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. These
clutches have many advantages, such as rapid response time, ease
of control, and smooth starts and stops
Fluid Clutches and Couplings
In these clutches, power transmission is achieved by means
of hydraulic pressure. A fluid coupling provides extremely
smooth starts and absorbs shock.
Single Plate
Clutch A single plate friction clutch consisting of two flanges is
shown in Fig..
• One flange is rigidly keyed to the driving shaft, while
the other is connected to the driven shaft by means of
splines. The splines permit free axial movement of the
driven flange with respect to the driven shaft. This
axial movement is essential for the engagement and
disengagement of the clutch.
• The actuating force is provided by a helical
compression spring, which forces the driven flange to
move towards the driving flange.
• 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 the
‘friction’ clutch.
TORQUE TRANSMITTING CAPACITY

A friction disk of a single plate clutch is shown in Fig. The

following notations are used in the derivation:

Friction Disk
Friction Force on Elemental Ring
Two theories are used to
obtain the torque capacity of
the clutch. They are called
uniform pressure theory and
uniform wear theory
(i) Uniform Pressure Theory In case of new clutches employing a number of
springs, the pressure remains constant over the entire surface area of the friction
disk. With this assumption, p is assumed to be constant. This constant pressure
distribution is illustrated in Fig.

Pressure
Distribution
 When there are a number of friction surfaces in
contact, as in the case of the multi-disk clutch,
Equation should be multiplied by the number of
pairs of contacting surfaces to obtain the resultant
torque transmitting capacity.
(ii) Uniform wear Theory According to the second theory, it is assumed that the wear is
uniformly distributed over the entire surface area of the friction disk. This assumption is
used for worn-out clutches. The axial wear of the friction disk is proportional to the
frictional work. The work done by the friction force at radius r is proportional to the
frictional force (µp) and rubbing velocity (2πrn), where n is the speed in rev/min.

Where
where Rf is called the friction
radius

The maximum pressure intensity at the inner diameter (d/2) is denoted by Pa. It is also
the permissible intensity of pressure.
D0 = D
Di = d
Fa = P
Uniform pressure theory applicable for new friction lining
• Uniform wear theory applicable for worn-out friction
lining
• Friction radius for new clutch is slightly greater than
worn-out clutches
• Torque transmitting capacity of new clutch slightly
higher
• Major life of friction lining comes under uniform wear
criterion
• Logical and safer to use uniform wear theory in design of
clutches
Factors Considered for design
• Service factor: To compensate for the starting torque
• Location of clutch: Low torque capacity requirement
MULTI-DISK
CLUTCHES
 Disc B:
• Made of Bronze
• Connected by four bolts through holes
• Bolts are rigidly fixed to a rotating drum
keyed to driving shaft
• Axial force required are provided by means
of springs

Disc A:
• Hardened steel
• Connected to driven shaft using
splines
• Free to move in axial direction
Friction materials: Desirable Properties
• High coefficient of friction
• Constant coefficient of friction for a wide range of temperature
• Good thermal conductivity
• Unaffected by environmental conditions
• Resistance to abrasive and adhesive wear
• Good resilience to provide good distribution of pressure at
contacting surface
Friction
materials
: Types
 Friction materials: Four Basic Ingredients

• Fibers: Rigidity and strength (Steel wool or aramid replacing asbestos)

• Filler: Fills space between fibers and extend lining life (barytes, clay
and calcium carbonate
For metallic lining: fine powder is used as filler
• Binder: Glue that holds lining ingredients together
(phenylformaldehyde)
• Friction modifiers: Control abrasive properties of lining (Brass and
zinc)
A plate clutch consists of one pair of contacting surfaces. The inner and outer
diameters of the friction disk are 100 and 200 mm respectively. The coefficient of
friction is 0.2 and the permissible intensity of pressure is 1 N/mm2. Assuming
uniform-wear theory, calculate the power-transmitting capacity of the clutch at 750
rpm. and calculate the power transmitting capacity of the clutch using uniform
pressure theory.
A multi-disk clutch consists of five steel plates and four bronze plates. The inner and outer
diameters of the friction disks are 75 and 150 mm respectively. The coefficient of friction is
0.1 and the intensity of pressure on friction lining is limited to 0.3 N/mm 2. Assuming
uniform wear theory,
(i) the required forcecalculate:
to engage the clutch; and
(ii) power transmitting capacity at 750 rpm.
CONE
CLUTCHES
Consists of inner and outer conical surfaces
• Outer cone keyed to driving shaft and inner cone
connected to driven shaft using splines
• Wedge action causes considerable friction force with a
small engaging force
• Recommended semi cone angle – 12.50
• Strict co-axiality required
(i) Uniform pressure
Theory
(ii) Uniform Wear
Theory

pa is the intensity of pressure at the The face width of a friction lining (b) is
inner diameter. given by,
• Torque capacity is inversely proportional to sin α. The value of α
should be as small as possible so that sinα will be less and Mt will be
more.
• Therefore, the torque capacity of a cone clutch increases as the
semi-cone angle decreases.

• when α is less than the angle of static friction (φ), the clutch has a
tendency to for self-engagement. This is not desirable because the
clutch should engage or disengage at the will of the operator. To
avoid self-engagement and to facilitate disengagement
A relatively small axial force can transmit a given torque if
the semi-cone angle is decreased. However, as the semi-cone
angle decreases, there is more wedging action and the force
required to disengage increases. Thus, a clutch with a small
semi-cone angle requires a relatively small force to engage
the clutch but a relatively large force to disengage the clutch.
A cone clutch with asbestos friction lining transmits 30 kW power at 500 rpm. The
coefficient of friction is 0.2 and the permissible intensity of pressure is 0.35 N/mm 2. The
semi-cone angle α is 12.5°. The outer diameter is fixed as
300 mm from space limitations. Assuming uniform wear theory, calculate:
(i) the inner diameter;
(ii) the face width of the friction lining; and
(iii) the force required to engage the clutch