MDCAD-II

Brakes and Clutches

Huzaifa Yousaf 6/21/21 BSME 18-22

1. Clutch:
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).

1.1. 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.

In addition to standing starts, the clutch is usually required for gear changes. Although the gearbox does
not stop rotating during a gear change, there is no torque transmitted through it, thus less friction
between gears and their engagement dogs. The output shaft of the gearbox is permanently connected to
the final drive, then the wheels, and so both always rotate together, at a fixed speed ratio. With the clutch
disengaged, the gearbox input shaft is free to change its speed as the internal ratio is changed. Any
resulting difference in speed between the engine and gearbox is evened out as the clutch slips slightly
during re-engagement.

The clutch is usually mounted directly to the face of the engine's flywheel, as this already provides a
convenient large-diameter steel disk that can act as one driving plate of the clutch. Some racing clutches
use small multi-plate disk packs that are not part of the flywheel. Both clutch and flywheel are enclosed
in a conical bellhousing for the gearbox. A small number of front-engine, rear-wheel drive cars (such as
the Alfa Romeo Alfetta, Porsche 924 and Chevrolet Corvette C5 use a transaxle layout with the
transmission located near the rear of the car; in this case the clutch is mounted with the transaxle
(therefore the driveshaft rotates continuously with the engine, even when the clutch is disengaged).

1.2. 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 minimising
energy losses caused by slippage of the torque converter.

1.3. Clutch Construction:

It consists of following Main Parts or Construction:

• Flywheel
• Friction Disc
• Pressure Plate
• Spring
• Release levers
• Clutch release bearing and Linkage
 1.3.1. Flywheel:
The flywheel is used to store energy when there is excess energy and give it back to the system when we
required it. The Flywheel mounted on the crankshaft keeps on running as long as the engine keeps
running. The Flywheel contains a friction surface also known as a friction disc which is bolted to the outer
side of the Flywheel.

1.3.2. Friction discs:

Single or multiple discs lined with friction material having a high coefficient of friction are Mounted on the
driven shaft. Friction provides the necessary ability to change the direction of the driving and driven shaft.
they also consist of metal plates bonded

1.3.3. Pressure Plate:

The purposes that it will act as a link between engine and gearbox mainly it will transmit the torque
obtained from the engine to the gearbox. Another friction disc is bolted to pressure plates. the pressure
plate is mounted on the spline hub.

1.3.4. Spring and Release levers:

The spring used are diaphragm springs. The operation of spring is obtained with the help of levers. The
release lever will light the force which is held on the spring when the clutch is disengaged.

1.3.5. Clutch Release bearing:

Transmits the movement of the clutch linkage to the pressure plate is usually a ball or roller type bearing
and Self–centering to compensate for variations alignment.

1.3.6. Clutch Linkage:

A clutch linkage mechanism uses levers and rods to transfer motion from the pedal to the fork when the
pedal is pressed, the pushrod will push the bell crank and it reverses the forward movement of the pedal.
The bell crank is connected to the release rod.

The release rod transfers the bell crank movement to the fork. It also provides how the adjustment of the
clutch takes place.

1.4. Clutch Working Principle in Detail:

Clutch is used to attach two moving shafts that are moving at different speeds. This enables us to
disengage the power of the engine and drive off smoothly with the engine.

When we press the pedal the friction disc which is movable slides on the shaft. This is the disengaged
condition in which the friction doesn’t touch the Flywheel which means that the Axial load applied by the
pressure plate is 0 and hence power/torque transmission is 0.

The engine is still running but the vehicle will not move.

When it is being pressed, the pressure plate moves back against the force of the springs, and the plate
becomes free between the Flywheel and the pressure plate.

Thus the Flywheel remains rotating as long as an engine is running and the shaft speed reduces slowly and
finally, it stops Rotating. As soon as the pedal is pressed the clutch is said to be disengaged. When we
completely release the pedal the movable friction disc slides forward on that shaft.

This is an Engaged condition in which the disc has completely touched the Flywheel that means that the
Axial load applied by the pressure plate is maximum and the spring force and hence power transmitted is
max.

The plate is gripped between the pressure plate. Due to the friction between the Flywheel plate and
pressure plate, the clutch plate revolves with the Flywheel.

As the plate revolves, the shaft also revolves. The shaft is connected to the transmission. Thus the engine
power is transmitted from the crankshaft to the clutch shaft.

One friction plate is bolted to Flywheel & the other is movable over the crankshaft.

The amount of torque delivery depends on how much the Axial load is applied to the friction.

The movable disc is splined on a crankshaft & is able to move back and forth with help of a pedal.

More the Axial load more the power transmission less the Axial load lesser power transmission which also
means If the load is zero, power transmitted will be zero and when the load will be max spring force power
transmitted will be maximum.
The load is applied by the pressure plate since the pressure plates are connected to springs which can
multiple disc springs or a diaphragm spring.

The main reason why we need a clutch is that it permits the engine to run even when the vehicle is not
moving.

Clutches have the ability to enable the driver and to change gears. This is important since changing gears
without disengaging the clutch would apply sudden loads & shocks on gears which may ultimately result
in failure of gears & transmission systems.

To obtain smoothness white gaining or losing speed & to avoid engine shutdown.

It plays a very important role to allow you to shift gears while moving in cars

Now while changing gears it is very necessary to break the transmission from the Flywheel to the gearbox
for the proper shift of the gears to the gears to take place.

If this isn’t done the gears will be damaged and will need to be replaced by a new set of gearboxes. The
role of the clutch takes place.

When we press the clutch it will get Engaged then it means the clutch breaks the contact with the Flywheel
and hence, no drive obtained from the engine. The gearbox can easily change gears with the help of
synchronizers. Once the shift of gears is complete, we release the lever.

At this point, the clutch gets disengaged I.e, the clutch plate gets in contact with the Flywheel again. The
drive is transmitted again to the gearbox.

When we pressed the padel then the pressure plate is pressed which is bolted with a Flywheel we applied
force to the clutch cover inward then the disc will move upward and then the disc is separated from
between Flywheel and clutch disc.

A clutch as a verb is to hold or grasp something firmly it is a device that grasps one shaft to another shaft.

Internal combustion engines do not start from 0 rpm with some value of torque they need to run at least
at an idle speed and will create more torque as the speed increases from idling when the load is at rest,
and the engine is idling or faster, the clutch enables the spinning shaft to gradually transfer speed to the
stationary shaft.

It transmits power from one element to another and it is a mechanical device. In an automobile, the
engine is the prime mover.

A Flywheel is connected to the engine the clutch is connected to the transmission. driver press the clutch
pedal, then the clutch plate is pressing the Flywheel.

Flywheel motion is transmitted to the transmission system. When the driver presses the clutch pedal the
clutch is disengaged from the Flywheel so even is the engine gives rotation to Flywheel and it will not be
transmitted to the transmission system that is why the driver presses the clutch pedal and changes the
gear.

1.5. Maintenance
In older vehicles and some economy models the clutch is activated by a cable, but most vehicles now days
use a hydraulic system similar to brakes and power steering.

With numerous moving parts, clutches need periodic service and maintenance to avoid big problems and
increase the lifespan of your vehicle. Even if it’s not bundled in with auto transmission services, you want
your maintenance to be performed by a mechanic certified in transmissions.

Clutch adjustment and inspection typically takes about an hour, and includes checking and topping off the
hydraulic fluid level. It should be performed according to the service schedule for your make and model.
As with other automotive fluids, clutch hydraulic fluid should also be replaced at longer scheduled service
intervals.

Clutch maintenance is something you might never think about on your daily commute, but how you drive
a car with a manual transmission can have a significant impact on the longevity of this crucial component.
The way you treat your clutch and the simple but important maintenance steps that you take can save
you from a hassle down the road. Here are three key factors to keep in mind about your clutch.

1.5.1. Heat is Enemy

Like the care for most automotive components, a key aspect of clutch maintenance is reducing the amount
of heat that it’s exposed to. It’s important to avoid situations where the clutch is partially engaged — like
“riding” the clutch between gear shifts — to reduce the amount of heat generated by internal friction.
Likewise, “slipping” the clutch while towing or hauling a heavy load produces high levels of heat that could
reduce the lifespan of the part. If you can’t get enough forward momentum without slipping the clutch,
try selecting a lower gear instead.

1.5.2. Left Foot on Floor

Worn clutchThere’s more to damage in a clutch than just the pressure plate. Even a small amount of
pressure on the clutch pedal can engage its mechanism, which means resting your foot on the clutch while
rolling down the road or sitting at a stop light can wear out the throw-out bearing over time. Sometimes
the best clutch maintenance is simply changing old habits. When you’re not shifting, it’s a good idea to
keep your left foot flat on the floor.

1.5.3. Bleed the Fluid

One of the side effects of the heat that’s produced while using your vehicle’s clutch is that it can introduce
small pockets of air into the hydraulic fluid used to activate the clutch. One of the simplest forms of clutch
maintenance is to bleed that air out of the fluid, which will eliminate any mushy pedal feel and improve
overall performance. You can use an automated bleeding system or simply have a friend help you out by
pumping the pedal while you access the bleed screw on the clutch’s slave cylinder, opening it up while
your friend pushes the pedal down to expel the air – and then closing it again before the pedal is raised
back up from the floor. Finally, fresh clutch fluid will also help your clutch perform like it should. Topping
off the hydraulic fluid after bleeding is important, but if the fluid already in the clutch reservoir looks dark
or cloudy, it’s best to bleed it all out and replace it completely with new fluid.

1.6. Repairs
Anything can break, and anything that moves experiences wear. For clutches wear is most significant on
the flywheel, pressure plate, and bearings. Here are some common signs that it’s time for clutch repair
service.

1.6.1. Slipping:
When there’s not enough friction between the pressure plate and flywheel you’ll experience jerks or
slipping out of gear. You’re likely to first notice it going up a steep grade, with a heavy load, and when
towing. Most likely you have a worn out clutch.

1.6.2. Sticking:
Even with the pedal to the floor you have difficulty shifting gear. That could mean a simple adjustment,
or the need to replace the linkage or plate.

1.6.3. Mushy Pedal:

If the pedal feels soft there’s probably air in the hydraulics that needs to be bled out. If the pedal feels
loose or floppy that’s probably a linkage issue.

1.6.4. Odor:
If you smell something like burning paper you need a clutch adjustment, and there may have been
excessive wear.

1.6.5. Sounds:
Grinding or grating sounds may also indicate the need for repair services.

For some vehicles slipping or sticking may mean a clutch cable repair or adjustment. Hydraulic issues may
mean replacing seals and gaskets or perhaps replacing the master and/or slave cylinders. Other common
repairs include resurfacing or replacing the flywheel.

For the best reliability and lifetime, it’s often best to replace all components together. A “clutch job”
typically includes includes replacing the pressure plate, disk, and bearings (release, pilot, and/or throw-
out bearings). In some cases it may be more economical to replace the entire assembly even though that’s
essentially a full-day job.

2. Brake:
A brake is a mechanical device that inhibits motion by absorbing energy from a moving system.[1] It is
used for slowing or stopping a moving vehicle, wheel, axle, or to prevent its motion, most often
accomplished by means of friction.

2.1. Classification on Basis of Power Source:

The power source which carries the pedal force applied by the driver on brake pedal to the final brake
drum or brake disc in order to de accelerate or stop the vehicle the braking systems are of 6 types-

• Mechanical braking system

• Hydraulic braking system
• Air or pneumatic braking system
• Vacuum braking system
• Magnetic braking system
• Electric braking system
• On Power Source Basis

2.1.1. Mechanical Brakes:

It is the type of braking system in which the brake force applied by the driver on the brake pedal is
transferred to the final brake drum or disc rotor through the various mechanical linkages like cylindrical
rods, fulcrums, springs etc. In order to de accelerate or stop the vehicle.

Mechanical brakes were used in various old automobile vehicles but they are obsolete now days due to
their less effectiveness.
 2.1.2. Hydraulic Brakes-
It is the type of braking system in which the brake force applied by the driver on brake pedal is first
converted into hydraulic pressure by master cylinder (for reference read article on master cylinder) than
this hydraulic pressure from master cylinder is transferred to the final brake drum or disc rotor through
brake lines.

Instead of mechanical linkages, brake fluid is used in hydraulic brakes for the transmission of brake pedal
force in order to stop or de accelerates the vehicle.

Almost all the bikes and cars on the road today are equipped with the hydraulic braking system due to it
high effectiveness and high brake force generating capability.

2.1.3. Air or Pneumatic Brakes

It is the types of braking system in which atmospheric air through compressors and valves is used to
transmit brake pedal force from brake pedal to the final drum or disc rotor.

Air brakes are mainly used in heavy vehicles like busses and trucks because hydraulic brakes fails to
transmit high brake force through greater distance and also pneumatic brakes generates higher brake
force than hydraulic brake which is the need of the heavy vehicle.

The chances of brake failure is less in case of pneumatic brakes as they are usually equipped with a reserve
air tank which comes in action when there is a brake failure due to leakage in brake lines.

High end cars these days are using air brakes system due to its effectiveness and fail proof ability.
 2.1.4. Vacuum Brakes
It is the conventional type of braking system in which vacuum inside the brake lines causes brake pads to
move which in turn finally stops or de accelerate the vehicle.

Exhauster , main cylinder , brake lines , valves along with disc rotor or drum are the main components
that combines together to make a vacuum braking system

Vacuum brakes were used in old or conventional trains and are replaced with air brakes now days because
of its less effectiveness and slow braking.

Vacuum brakes are cheaper than air brakes but are less safe than air brakes.
 2.1.5. Magnetic Brakes:
In this types of braking system, the magnetic field generated by permanent magnets is used to cause the
braking of the vehicle.

It works on the principle that when we pass a magnet through a cooper tube, eddy current is generated
and the magnetic field generated by this eddy current provide magnetic braking.

This is the friction less braking system thus there is less or no wear and tear.

This is the advanced technology in which no pressure is needed to cause braking.

The response to the braking in this is quite quick as compared to other braking systems.
 2.1.6. Electrical Brakes
It is type of braking used in electric vehicle in which braking is produced using the electrical motors which
is the main source of power in electric vehicles, it is further divided into 3 types-
(i) Plugging Brakes-When the brake pedal is pressed in the electric vehicle equipped with plugging braking,
the polarity of the motors changes which in turn reverses the direction of the motor and causes the
braking.

(ii) Regenerative Braking- It is the type of electrical braking in which at the time of braking the motor
which is the main power source of the vehicle becomes the generator i.e. when brakes are applied, the
power supply to the motor cuts off due to which the mechanical energy from the wheels becomes the
rotating force for the motor which in turn converts this mechanical energy into the electric energy which
is further stored in the battery.

Regenerative braking saves the energy and are widely used in today’s electric vehicles.

Tesla Model-S provides the most effective regenerative braking.

(iii) Dynamic or Rheostat Braking- It is the type of electrical braking in which resistance provided by the
rheostat causes the actual braking, in this type a rheostat is attached to the circuit that provides the
resistance to the motor which is responsible for de acceleration or stopping of the vehicle.

2.2. On the Basis of Frictional Braking Contact

On the basis of the final friction contact made between the rotating brake components i.e. brake drum or
disc rotor and the brake shoe the braking systems are of 2 types-

• Internal expanding brakes (e.g.- drum brakes)

• External contracting brakes(e.g. disc brakes)

2.2.1. Drum Brakes:

It is the type of brake system in which a drum which is the housing of the brake shoes along with
actuation mechanism is attached with the wheel hub in such a fashion that the outer part of the
drum rotates with the wheel and inner part remains constant.
When brakes are applied the actuating mechanism (wheel cylinder or mechanical linkage.)
causes the brake shoes to expand due to which the outer frictional surface of the brake shoes
makes frictional contact with the rotating drum part which in turn stops or de accelerate the
vehicle.

2.2.2. Disc Brake

It is the types of braking system in which instead of a drum assembly a disc rotor attached to the
hub of the wheel in such a fashion that it rotates with the wheel, this disc rotor is clamped in
between the caliper which is rigidly fixed with the knuckle or upright of the vehicle.
 2.2.3. Disc brake construction
The brake rotor (disc) which rotates with the wheel, is clamped by brake pads (friction material)
fitted to the caliper from both sides with pressure from the piston(s) (pressure mechanism) and
decelerates the disc rotation, thereby slowing down and stopping the vehicle.
2.2.4. Working of Disc Brakes:
When the driver steps on the brake pedal, the power is amplified by the brake booster (servo
system) and changed into a hydraulic pressure (oil-pressure) by the master cylinder. The
pressure reaches the brakes on the wheels via tubing filled with brake oil (brake fluid). The
delivered pressure pushes the pistons on the brakes of the four wheels. The pistons in turn press
the brake pads, which are friction material, against the brake rotors which rotate with the
wheels. The pads clamp on the rotors from both sides and decelerate the wheels, thereby slowing
down and stopping the vehicle.
 2.2.5. Antilock Braking system

When a driver quickly and firmly applies the brake and holds the pedal down, the brakes of a vehicle that
is not equipped with ABS will almost immediately lock the wheels. The vehicle slides rather than rolls to a
stop. During this time, the driver also has a difficult time keeping the vehicle straight and the vehicle might
skid out of control. Here, the skidding and lack of control is caused by locking the wheels. If the driver
could release the brake pedal just before the wheel locked up and then reapply brakes, the skidding could
be avoided.

This last thing is exactly what an antilock system does. When the brake pedal is pumped or pushed, the
pressure is quickly applied and released at the wheels. This is called Pressure Modulation. Pressure
modulation works to prevent wheel locking. Antilock brake systems can modulate pressure to the brakes
as often as 15 times per second. By modulating the pressure to brakes, the friction between tires and road
is maintained and vehicle is able to come to a controllable stop.

Steering is another important consideration for the use of ABS. As long as a tire does not slip, it goes only
in the direction in which it is tilted. But once it skids, it has little or no directional stability. One big
advantage of ABS, therefore is the ability to keep control of vehicle under all conditions.
 2.3. Brake Maintenance
There's physics (momentum, inertia, friction) and mechanical engineering (fluid mechanics, simple and
complex machines).

Here we'll explain components commonly found in the brake system of passenger vehicles, without
getting too granular about ALL the science involved.

But first, the basics.

How often should I have my brakes inspected or repaired?

For starters, stick with the service schedule outlined in your vehicle manual. At least one brake
inspection/service per year is highly recommended. Brakes aren't something to put off. Squealing,
vibration during deceleration, and a spongy brake pedal all require immediate attention. Such symptoms
often lead to more expensive repairs when left untreated.

2.4. brake inspection

Trained technicians inspect all aspects of your vehicle's stopping system for leaks, wear, and damaged
components. Each individual test is often known as a "point" within a multipoint inspection. The number
of points in an inspection may vary from shop to shop, but what they observe remains largely the same.

2.5. Brake Repair and Brake Maintenance:

Brake repair is a vital safety issue. Without properly working brakes, normal driving situations would take
a turn for the worst. However, there are other benefits in getting routine brake service and brake repair.
Changing your brake pads, when needed, saves wear on your rotors, which translates into less money
spent down the line.
Below is a glossary and outline of basic brake components.

*Brake fluid. Stopping a car depends on hydraulics, and brake fluid is literally the system’s lifeblood.
Pushing the pedal forces fluid through the lines, causing components to expand against the wheels,
stopping the vehicle.

How often your brake fluid needs to be replaced depends on a number of factors, such as your driving
habits and environmental variables like heat and humidity. Most vehicles don’t offer gauges or sensors to
track brake fluid. So having your fluid inspected by a certified auto mechanic is crucial.

“Brake fluid is the most important fluid in a car and probably the most ignored,” said Tony Molla, vice
president of the Automotive Service Association.

*Brake pads. Made from a variety of metals, brake pads squeeze the rotor whenever the brake pedal is
pushed. Brake pads typically last between 20,000 and 40,000 miles, perhaps much longer with high quality
brake pads.

But even if you aren’t watching the odometer closely, brake pads are designed to alert drivers when
they’re wearing thin.

A small metal piece pings or “chirps” when it makes contact against the brake disc. Warning: Listen for
that squealing, otherwise you could do serious damage to your brakes. Paying attention to and acting on
cues like these help keep routine services from mutating into major repairs.

*Calipers. Part of a disc brake system, calipers push the brake pads against the rotors when the brake
pedal is pushed. This resulting friction between the pads and rotors slows--and ultimately stops--the
vehicle.

Waiting too long to replace worn brake rotors puts extra stress on the calipers. The calipers will rub against
uneven rotors if the components aren’t parallel to one another, creating a vibration that can be felt in the
steering wheel during stops.

*Drums. These bowl-shaped components use springs to expand the brake pads against the inside of the
drum. This style of brakes is typically found on the rear of trucks or sedans. While it produces brake dust,
the majority of it hides behind the covering, which means less gunk on your rims.

The brake drum is typically made of cast iron that conducts heat and is resistant to wear.

“Drum brakes are cheaper and take less hydraulic force to activate. When you stop your car most of the
braking is done by the front brakes because of weight transfer--why you feel pressed towards the front
when you hit the brakes,” said Nathan Kaemingk, a technical specialist for Cummins, Inc. “[Drum brakes]
are more susceptible to warping and brake fade. They're worse at cooling, and more likely to need
cleaning and adjustment for optimal operation than disc brakes because a lot of the dust from brake shoes
stays inside the drum.”

*Rotors. As the name implies, these metallic discs rotate as the wheels are in motion. Rotors sit behind
the wheel assembly and can sometimes be seen through the vehicle’s rims. Pressing the brake pedal
activates clamps on both sides of the rotor.
Friction created during braking produces searing heat that eventually scars the rotors. While they can be
resurfaced, rotors eventually reach a point where replacement is the only option.