friction clutch

A friction clutch is a clutch in which the drive is transmitted by the

friction between surfaces attached to the driving and driven shafts.
These surfaces are lined with cork, asbestos, or other fibrous material.
Cars with friction clutches need to have the linings replaced periodically.
Friction clutches are by far the most well-known type of clutches.
A friction clutch is a clutch in which the drive is transmitted by the friction between surfaces
attached to the driving and driven shafts. These surfaces are lined with cork, asbestos, or other
fibrous material.

Friction clutches[edit]

A friction clutch

The vast majority of clutches ultimately rely on frictional forces for their operation. The purpose of
friction clutches is to connect a moving member to another that is moving at a different speed or
stationary, often to synchronize the speeds, and/or to transmit power. Usually, as little slippage
(difference in speeds) as possible between the two members is desired.

Materials[edit]
Various materials have been used for the disc-friction facings, including asbestos in the past.
Modern clutches typically use a compound organic resin with copper wire facing or
a ceramic material. Ceramic materials are typically used in heavy applications such as racing or
heavy-duty hauling, though the harder ceramic materials increase flywheel and pressure plate wear.
In the case of "wet" clutches, composite paper materials are very common. Since these "wet"
clutches typically use an oil bath or flow-through cooling method for keeping the disc pack lubricated
and cooled, very little wear is seen when using composite paper materials.

Push/pull[edit]
Friction-disc clutches generally are classified as push type or pull type depending on the location of
the pressure plate fulcrumpoints. In a pull-type clutch, the action of pressing the pedal pulls the
release bearing, pulling on the diaphragm spring and disengaging the vehicle drive. The opposite is
true with a push type, the release bearing is pushed into the clutch disengaging the vehicle drive. In
this instance, the release bearing can be known as a thrust bearing (as per the image above).

Dampers[edit]
A clutch damper is a device that softens the response of the clutch engagement/disengagement. In
automotive applications, this is often provided by a mechanism in the clutch disc centres. In addition
to the damped disc centres, which reduce driveline vibration, pre-dampers may be used to reduce
gear rattle at idle by changing the natural frequency of the disc. These weaker springs are
compressed solely by the radial vibrations of an idling engine. They are fully compressed and no
longer in use once the main damper springs take up drive.

Load[edit]
Mercedes truck examples: A clamp load of 33 kN is normal for a single plate 430. The 400 Twin
application offers a clamp load of a mere 23 kN. Bursts speeds are typically around 5,000 rpm with
the weakest point being the facing rivet.

Manufacturing[edit]
Modern clutch development focuses its attention on the simplification of the overall assembly and/or
manufacturing method. For example, drive straps are now commonly employed to transfer torque as
well as lift the pressure plate upon disengagement of vehicle drive. With regard to the manufacture
of diaphragm springs, heat treatment is crucial. Laser welding is becoming more common as a
method of attaching the drive plate to the disc ring with the laser typically being between 2-3KW and
a feed rate 1m/minute.

Multiple plate clutch[edit]

This type of clutch has several driving members interleaved or "stacked" with several driven
members. It is used in racing cars including Formula 1, IndyCar, World Rally and even most club
racing. Multiplate clutches see much use in drag racing, which requires the best acceleration
possible, and is notorious for the abuse the clutch is subjected to. Thus, they can be found
in motorcycles, in automatic transmissions and in some diesel locomotives with mechanical
transmissions. It is also used in some electronically controlled all-wheel drive systems as well as in
some transfer cases. They can also be found in some heavy machinery such as tanks and AFV's (T-
54) and earthmoving equipment (front-end loaders, bulldozers), as well as components in certain
types of limited slip differentials. The benefit in the case of motorsports is that you can achieve the
same total friction force with a much smaller overall diameter (or conversely, a much greater friction
force for the same diameter, important in cases where a vehicle is modified with greater power, yet
the maximum physical size of the clutch unit is constrained by the clutch housing). In motorsports
vehicles that run at high engine/drivetrain speeds, the smaller diameter reduces rotational inertia,
making the drivetrain components accelerate more rapidly, as well as reducing the velocity of the
outer areas of the clutch unit, which could become highly stressed and fail at the extremely high
drivetrain rotational rates achieved in sports such as Formula 1 or drag racing. In the case of heavy
equipment, which often deal with very high torqueforces and drivetrain loads, a single plate clutch of
the necessary strength would be too large to easily package as a component of the driveline.
Another, different theme on the multiplate clutch is the clutches used in the fastest classes of drag
racing, highly specialized, purpose-built cars such as Top Fuel dragsters or Funny Cars. These cars
are so powerful that to attempt a start with a simple clutch would result in complete loss of traction.
To avoid this problem, Top Fuel cars actually use a single, fixed gear ratio, and a series of clutches
that are engaged one at a time, rather than in unison, progressively allowing more power to the
wheels. A single one of these clutch plates (as designed) can not hold more than a fraction of the
power of the engine, so the driver starts with only the first clutch engaged. This clutch is
overwhelmed by the power of the engine, allowing only a fraction of the power to the wheels, much
like "slipping the clutch" in a slower car, but working not requiring concentration from the driver. As
speed builds, the driver pulls a lever, which engages a second clutch, sending a bit more of the
engine power to the wheels, and so on. This continues through several clutches until the car has
reached a speed where the last clutch can be engaged. With all clutches engaged, the engine is
now sending all of its power to the rear wheels. This is far more predictable and repeatable than the
driver manually slipping the clutch himself and then shifting through the gears, given the extreme
violence of the run and the speed at which is all unfolds. Another benefit is that there is no need to
break the power flow in order to swap gears (a conventional manual cannot transmit power while
between gears, which is important because 1/100ths of a second are important in Top Fuel races). A
traditional multiplate clutch would be more prone to overheating and failure, as all the plates must be
subjected to heat and friction together until the clutch is fully engaged, while a Top Fuel car keeps its
last clutches in "reserve" until the cars speed allows full engagement. It is relatively easy to design
the last stages to be much more powerful than the first, in order to ensure they can absorb the power
of the engine even if the first clutches burn out or overheat from the extreme friction.

Wet vs. dry systems[edit]

A wet clutch is immersed in a cooling lubricating fluid that also keeps surfaces clean and provides
smoother performance and longer life. Wet clutches, however, tend to lose some energy to the
liquid. 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. The Hele-Shaw clutch was a wet clutch that
relied entirely on viscous effects, rather than on friction.[1]
A dry clutch, as the name implies, is not bathed in liquid and uses friction to engage.

Centrifugal clutch[edit]
A centrifugal clutch is used in some vehicles (e.g., mopeds) and also in other applications where the
speed of the engine defines the state of the clutch, for example, in a chainsaw. This clutch system
employs centrifugal force to automatically engage the clutch when the engine rpm rises above a
threshold and to automatically disengage the clutch when the engine rpm falls low enough.
See Saxomat and Variomatic.

Cone clutch[edit]
As the name implies, a cone clutch has conical friction surfaces. The cone's taper means that a
given amount of movement of the actuator makes the surfaces approach (or recede) much more
slowly than in a disc clutch. As well, a given amount of actuating force creates more pressure on the
mating surfaces. The best known example of a cone clutch is a synchronizer ring in a manual
transmission. The synchronizer ring is responsible for "synchronizing" the speeds of the shift hub
and the gear wheel to ensure a smooth gear change.

Torque limiter[edit]
Also known as a slip clutch or safety clutch, this device allows a rotating shaft to slip when higher
than normal resistance is encountered on a machine. An example of a safety clutch is the one
mounted on the driving shaft of a large grass mower. The clutch yields if the blades hit a rock,
stump, or other immobile object, thus avoiding a potentially damaging torque transfer to the engine,
possibly twisting or fracturing the crankshaft.
Motor-driven mechanical calculators had these between the drive motor and gear train, to limit
damage when the mechanism jammed, as motors used in such calculators had high stall torque and
were capable of causing damage to the mechanism if torque wasn't limited.
Carefully designed clutches operate, but continue to transmit maximum permitted torque, in such
tools as controlled-torque screwdrivers.

Non-slip clutches[edit]
Some clutches are designed not to slip; torque may only be transmitted either fully engaged or
disengaged to avoid catastrophic damage. An example of this is the dog clutch, most commonly
used in non-synchromesh transmissions.
FRICTION CLUTCHES

Clutch Plate
A clutch is a mechanical device that provides for the transmission of power
(and therefore usually motion) from one component (the driving member) to
another (the driven member) when engaged, but can be disengaged.

Clutches are used whenever the transmission of power or motion needs to be

controlled either in amount or over time (e.g., electric screwdrivers limit how
much torque is transmitted through use of a clutch; clutches control whether
automobiles transmit engine power to the wheels).

In the simplest application, clutches are employed in devices which have two
rotating shafts (drive shaft or line shaft). In these devices, one shaft is typically
attached to a motor or other power unit (the driving member) while the other
shaft (the driven member) provides output power for work to be done.

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 that 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).

Materials Various materials have been used for the disc friction facings,
including asbestos in the past. Modern clutches typically use a compound
organic resin with copper wire facing or a ceramic material. A typical
coefficient of friction used on a friction disc surface is 0.35 for organic and
0.25 for ceramic. Ceramic materials are typically used in heavy applications
such as trucks carrying large loads or racing, though the harder ceramic
materials increase flywheel and pressure plate wear.
Push/Pull Friction disk clutches generally are classified as push type or pull
typedepending on the location of the pressure plate fulcrum points. In a pull
type clutch, the action of pressing the pedal pulls the release bearing, pulling
on the diaphragm spring and disengaging the vehicle drive. The opposite is
true with a push type, the release bearing is pushed into the clutch
disengaging the vehicle drive. In this instance, the release bearing can be
known as a thrust bearing (as per the image above).

Pads Clutch pads are attached to the frictional pads, part of the clutch. They
are most commonly made of rubber but have been known to be made of
asbestos. Clutch pads usually last about 100,000 miles (160,000 km)
depending on how vigorously the car is driven.

Dampers In addition to the damped disc centres which reduce driveline

vibration, pre-dampers may be used to reduce gear rattle at idle by changing
the natural frequency of the disc. These weaker springs are compressed
solely by the radial vibrations from an idling engine. They are fully
compressed and no longer in use once drive is taken up by the main damper
springs.

Load Mercedes truck examples: A clamp load of 33 kN is normal for a single

plate 430. The 400 Twin application offers a clamp load of a mere 23 kN.
Bursts speeds are typically around 5,000 rpm with the weakest point being the
facing rivet.

Manufacturing Modern clutch development focuses its attention on the

simplification of the overall assembly and/or manufacturing method. For
example drive straps are now commonly employed to transfer torque as well
as lift the pressure plate upon disengagement of vehicle drive. With regards to
the manufacture of diaphragm springs, heat treatment is crucial. Laser
welding is becoming more common as a method of attaching the drive plate to
the disc ring with the laser typically being between 2-3KW and a feed rate
1m/minute.

Multiple plate clutch This type of clutch has several driving members

interleaved or "stacked" with several driven members. It is used in race cars
including F1, IndyCar, World Rally and even most club racing, motorcycles,
automatic transmissions and in some diesel locomotives with mechanical
transmissions. It is also used in some electronically controlled all-wheel drive
systems.
Wet vs. dry A wet clutch is immersed in a cooling lubricating fluid which also
keeps the surfaces clean and gives smoother performance and longer life.
Wet clutches, however, tend to lose some energy to the liquid. 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.

The Hele-Shaw clutch was a wet clutch that relied entirely on viscous effects,
rather than on friction.

A dry clutch, as the name implies, is not bathed in fluid and should be, literally,
dry.

Centrifugal A centrifugal clutch is used in some vehicles (e.g., Mopeds) and

also in other applications where the speed of the engine defines the state of
the clutch, for example, in a chainsaw. This clutch system employs centrifugal
force to automatically engage the clutch when the engine rpm rises above a
threshold and to automatically disengage the clutch when the engine rpm falls
low enough. The system involves a clutch shoe or shoes attached to the
driven shaft, rotating inside a clutch bell attached to the output shaft. The
shoe(s) are held inwards by springs until centrifugal force overcomes the
spring tension and the shoe(s) make contact with the bell, driving the output.
In the case of a chainsaw this allows the chain to remain stationary whilst the
engine is idling; once the throttle is pressed and the engine speed rises, the
centrifugal clutch engages and the cutting chain moves.

Cone clutch As the name implies, a cone clutch has conical friction surfaces.
The cone's taper means that a given amount of movement of the actuator
makes the surfaces approach (or recede) much more slowly than in a disc
clutch. As well, a given amount of actuating force creates more pressure on
the mating surfaces.

Torque limiter Also known as a slip clutch or safety clutch, this device allows
a rotating shaft to slip when higher than normal resistance is encountered on
a machine. An example of a safety clutch is the one mounted on the driving
shaft of a large grass mower. The clutch will yield if the blades hit a rock,
stump, or other immobile object. Motor-driven mechanical calculators had
these between the drive motor and gear train, to limit damage when the
mechanism jammed, as motors used in such calculators had high stall torque
and were capable of causing damage to the mechanism if torque wasn't
limited.

 Carefully-designed types operate, but continue to transmit maximum

permitted torque, in such tools as controlled-torque screwdrivers.
 Many safety clutches are not friction clutches, but belong to
the interference clutch family, of which the dog clutch is the best-known.