DESIGN OF MACHINE ELEMENTS MTE-308

PROJECT REPORT
TOPIC: CLUTCH

Submitted to:
Dr. Shaukat Ali
Submitted by:
Raja Khurrum Abbas (UW-18-MTS-BSc-009)
Muhammad Waleed (UW-18-MTS-BSc-019)
Date:
6th June, 2021

DEPARTMENT OF MECHATRONICS ENGINEERING

WAH ENGINEERING COLLEGE
WAH CANTT
 Table of Content

 Introduction………………………………………………………….1
 Parts of clutch………………………………………………………. 2
 Fly wheel……………………………………………………2
 Pilot bearing………………………………………………...2
 Disc plate……………………………………………………2
 Pressure plate……………………………………………….2
 Clutch cover………………………………………………...2
 Release levers………………………………………………2
 Clutch shaft…………………………………………………2
 Working……………………………………………………………...3
 Principles of clutch…………………………………………………..4
 Types………………………………………………………………...4
 Dry clutch……………………………………………………4
 Wet clutch…………………………………………………... 4
 Centrifugal clutch……………………………………………5
 Con clutch …………………………………………………...5
 Dog clutch……………………………………………………5
 Single revolution clutch……………………………………...5
 Kickback clutch brakes ………………………………………5
 Usage…………………………………………………………………6
 Automotive transmissions……………………………………6
 Motorcycles…………………………………………………..6
 Other automotive uses………………………………………..6
 References……………………………………………………………6
 Table of Figures
Figure 1-general arrangement of power transmission……………….1
Figure 2- parts of clutch………………………………………………..3
Figure 3-woking of clutch……………………………………………3
Figure 4- clutch principles………………………………………4
Introduction:
A clutch is a mechanical device that engages and disengages power transmission,
especially from a drive shaft (driving shaft) to a driven shaft. The clutch acts as a mechanical
linkage between the engine and transmission; and briefly disconnects, or separates the engine
from the Transmission system, and therefore the drive wheels, whenever the pedal is depressed,
allowing the driver to smoothly change gears.
In the simplest application, clutches connect and disconnect two rotating shafts (drive shafts or
line shafts). In these devices, one shaft is typically attached to an engine and other to power unit
(the driving member). While the other shaft (the driven member) provides output power for work
and typically the motions involved are rotary, linear clutches are also possible.
In a torque-controlled drill, for instance, one shaft is driven by a motor, and the other drives a drill
chuck. The clutch connects the two shafts so they may be locked together and spin at the same
speed (engaged), locked together but spinning at different speeds (slipping), or unlocked and
spinning at different speeds (disengaged).

Figure 1-general arrangement of power transmission

Parts of clutch
 Fly wheel
The Fly Wheel is an integral part of the engine, which also use as a part of
the clutch. It is a driving member and connects to the pressure plate of the clutch shaft is houses
with bearings in a flywheel. The flywheel rotates as the engine crankshaft rotates.

 Pilot bearing
The pilot bearing or bushing press into the end of the crankshaft to support
the end of the transmission input shaft.
The pilot bearing prevents the transmission shaft and clutch disc from wobbling up and down when
the clutch releases. It also assists the input shaft center of the disc on the flywheel.
  Disc plate
It is the driven member of the single-plate clutch and line with friction material
on both surfaces. It has a central hub with internal splines to limit the axial travel along the splined
gearbox driving shaft.
This helps to provide damping actions against torsional vibrations or variations of the driving
torque between engine and transmission.
A clutch disc is a plate between flywheel and friction or pressure plate. It has a series of facings
inverters on each side to enlarge the friction. These clutch facings are made of asbestos material.
They are highly worn and heat resistant.

 Pressure plate
The pressure plate is made of special cast iron. It is the heaviest part of
the clutch assembly. The main function of the pressure plate is to establish even contact with the
driven plate facing through which the pressure springs can exert a sufficient force to transmit the
full torque of the engine.
The pressure plate presses the clutch plate on to the flywheel from its machined surface. Between
the pressure plate and clutch cover assembly, pressure springs are fits. The pressure will be
withdrawn from the flywheel whenever release levers depress by the toggle or release levers pivots
accordingly.
 Clutch cover
The clutch cover assembly bolts to the flywheel. It consists of a pressure
plate, release lever mechanism, clutch cover, and pressure springs. Generally, the clutch plate
revolves with the flywheel.
However, when the clutch has disengaged, the flywheel, as well as the pressure plates, are free to
rotate independently from the driven plate and driving shaft.
 Release cover
These pivots on pins to the clutch cover, their outer ends locate and
positions on pressure plate legs, and the inner ends are projecting towards the clutch shaft. A
careful and accurate adjustment of the release mechanism is one of the most important factors
governing the performance of a clutch assembly.
 Clutch shaft
It is a component of the gearbox. Since it is a splined shaft to the hub of the
clutch plate, which is sliding on it. One end of the clutch shaft attaches to the crankshaft or flywheel
and the other end connects to the gearbox or forms a part of the gearbox.
 Figure 2- parts of clutch
Working
A Clutch is defined as a system that is used to connect or disconnect the engine from
the rest of the transmission elements.
It is located between the engine and gearbox. During normal running and stationary position, it is
always in the engaged condition.
The clutch disengages when the driver processes the clutch pedal. The clutch disengages for
starting, changing gears, stopping, and idling.
When the clutch engages, the engine will connect to the transmission, and power flows from the
engine to rear wheels through a transmission system When the clutch disengages by pressing the
clutch pedal, the engine will disengage from the transmission. Thus, the power does not flow to
rear wheels while the engine is still running.

Figure 3-woking of clutch

Principles of clutch
The clutch works on the principle of friction. In Figure, the driving shaft
A with flange C is rotating at 'N' rpm, and shaft B with the flange D is keyed to the driven shaft
which is in a stationary position when the clutch is not engaged. Now, an external force is applied
to the flange D so that it comes in contact with flange C.
As soon as the contact is made, they are united due to friction between them and the flange D starts
rotating with flange C.
The rotational speed of flange D depends on the friction between surfaces C and D which in turn
is proportional to the external force applied.
If the force gradually increases, the speed force transmitted will also increase gradually. The torque
transmitted by the friction clutch depends on the pressure applied on the flange, coefficient of
friction of the surface materials, and radius of the flange. By increasing any of them, the force
transmitted can increases.

Figure 4- clutch principles

Types of clutches
 Dry clutch
A dry clutch uses dry friction to transfer power from the input shaft to the output
shaft. The majority of clutches are dry clutches. Slippage of a friction clutch (where the clutch is
partially engaged but the shafts are rotating at different speeds) is sometimes required, such as
when a motor vehicle accelerates from a standstill; however, the slippage should be minimized to
avoid increased wear rates.
In a pull-type clutch, pressing the pedal pulls the release bearing to disengage the clutch. In a push-
type clutch, pressing the pedal pushes the release bearing to disengage the clutch.
A multi-plate clutch consists of several friction plates arranged concentrically and is sometimes
used in order to reduce the diameter of the clutch or to provide different 'stages' of slippage (for
example in a drag racing car) to control the rate at which the engine's torque is transferred to the
wheels during acceleration from a standing start.
 Wet clutch
In a wet clutch, the friction material sits in an oil bath (or has flow-through
oil) which cools and lubricates the clutch. This can provide smoother engagement and a longer
lifespan of the clutch. However, wet clutches can have a lower efficiency due to some energy being
transferred to the oil. 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.
Wet clutches often used a composite paper material.
 Centrifugal clutch
A centrifugal clutch automatically engages as the speed of the
input shaft increases, and disengages as the input shaft speed decreases. Applications include
small motorcycles, motor scooters, chainsaws, and some older automobiles.
 Cone clutch
A cone clutch is similar to dry friction plate clutch, except the friction
material is applied to the outside of a conical shaped object. A common application for cone
clutches is the synchronizer ring in a manual transmission.
 Dog clutch
A dog clutch is a non-slip design of clutch which was used in non-
synchronous transmissions.
 Single-revolution clutch
The single-revolution clutch was developed in the 19th
century to power machinery such as shears or presses where a single pull of the operating lever or
(later) press of a button would trip the mechanism, engaging the clutch between the power source
and the machine's crankshaft for exactly one revolution before disengaging the clutch. When the
clutch is disengaged and the driven member is stationary. Early designs were typically dog clutches
with a cam on the driven member used to disengage the dogs at the appropriate point.
 Kickback clutch-brakes
These mechanisms were found in some types of
synchronous-motor-driven electric clocks. Many different types of synchronous clock motors were
used, including the pre-World War II Hammond manual-start clocks. Some types of self-starting
synchronous motors always started when power was applied, but in detail, their behavior was
chaotic and they were equally likely to start rotating in the wrong direction. Coupled to the rotor
by one (or possibly two) stages of reduction gearing was a wrap-spring clutch-brake. The spring
did not rotate. One end was fixed; the other was free. It rode freely but closely on the rotating
member, part of the clock's gear train. The clutch-brake locked up when rotated backwards, but
also had some spring action. The inertia of the rotor going backwards engaged the clutch and
wound the spring. As it unwound, it restarted the motor in the correct direction. Some designs had
no explicit spring as such—but were simply compliant mechanisms. The mechanism was
lubricated and wear did not present a problem.
Usage
Automotive transmissions
 Manual transmissions
Most cars and trucks with a manual transmission have a clutch consisting
of friction disc(s) which is operated using the left-most pedal with the motion transferred to the
clutch using hydraulics (master and slave cylinders) or a cable. The clutch is only disengaged at
times when the driver is pressing the clutch pedal towards the floor, therefore the default state is
for the transmission to be connected to the engine. A "neutral" gear position is provided, so that
the clutch pedal can be released with the vehicle remaining stationary.
 Automatic transmissions
Some automatic transmissions use a lock-up clutch to prevent
slippage of the torque converter when cruising at higher speeds. The purpose of the lock-up clutch
is to improve fuel economy by minimize energy losses caused by slippage of the torque converter.

 Other automotive uses

Cars use clutches in places other than the drive train. For example,
a belt-driven engine cooling fan may have a heat-activated clutch. The driving and driven members
are separated by a silicone-based fluid and a valve controlled by a bimetallic spring. When the
temperature is low, the spring winds and closes the valve, which lets the fan spin at about 20% to
30% of the shaft speed. As the temperature of the spring rises, it unwinds and opens the valve,
allowing fluid past the valve, makes the fan spin at about 60% to 90% of shaft speed.
Other clutches—such as for an air conditioning compressor—electronically engage clutches using
magnetic force to couple the driving member to the driven member.
References
[1] https://en.wikipedia.org/wiki/Clutch
[2] https://www.automobileinformer.com/2020/05/What-Is-Clutch.html