Clutch Theory of machines II Prof.

Pradeepkumar Suryawanshi
DON BOSCO INSTITUTE OF TECHNOLOGY, MUMBAI
Department of Mechanical Engineering
Theory of Machine II (T.E. Sem- V)
Module 01
CLUTCH
1.1 Clutch:
A clutch is a device used to transmit the rotary
motion of one shaft to another when desired. The
axes of the two shafts are coincident. It can also
be described as 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. Thus it is an
interruptible connection between two shafts.
1.2 Classification of Clutches:
Clutches can be classified as follows:
Positive Clutches:
a) Square Jaw Clutch
b) Spiral Jaw Clutch
Friction Clutches:
a) Single Plate Clutch
b) Diaphragm spring type single
plate clutch
c) Multiplate Clutch
d) Cone clutch
e) Semi-centrifugal Clutch
f) Centrifugal Clutch
g) Wet Clutch
Fluid Flywheel
1.3 Positive Clutches:
The positive clutches are used when a positive
drive is required. This type of clutch is designed
to transmit torque without slip. It is the simplest
of all shaft connectors, sliding on a keyed shaft
section or a splined portion and operating with a
shift lever on a collar element. The simplest type
of a positive clutch is a jaw or claw clutch. The
jaw clutch permits one shaft to drive another
through a direct contact of interlocking jaws. It
consists of two halves one of which is
permanently fastened to the driving shaft by a
sunk key. The other half of a 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 jaws of the
clutch may be of square type or spiral type as
shown in Fig. 1.1
Fig. 1.1 Positive clutches. (a) Square-jaw clutch. (b)
Spiral-jaw clutch.
Fig. 1.2 Square-jaw clutch.
A square jaw type is used where engagement and
disengagement in motion and under load is not
necessary. This type of clutch 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. This type of clutch is occasionally used
where the clutch must be engaged and
disengaged while in motion. Engagement speed
should be limited to 10 rpm for a square-jaw
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
clutch and 150 rpm for a spiral-jaw clutch. If
disengagement under load is required, the jaws
should be finish-machined and lubricated. The
use of jaw clutches are frequently applied to
sprocket wheels, gears and pulleys. In such a
case the non-sliding part is made integral with
the hub. Fig 1.3 shows the photographic views of
square and spiral jaw clutches.
Fig 1.3 Photographic views of square and spiral jaw
clutches
1.4 Principle of Friction Clutches:
The principle of friction clutch may be explained
by means of Fig.1.4
Fig.1.4 Principle of Friction Clutches
Let disc C keyed to shaft A, rotates at some
speed, say N rpm. Initially when clutch is not
engaged shaft B and disc D keyed to it are
stationary. Now apply some axial force W to the
disc D so that it comes in contact with disc C. As
soon as the contact is made the force of friction
between C and D will come into play and
consequently the disc D will start rotating. The
speed of D depends upon friction force present,
which in turn, is proportional to the force W
applied. If W is increased gradually, the speed of
D will be increased consequently till the stage
comes when the speed of D becomes equal to the
speed of C. Then the clutch is said to be fully
engaged.
1.5 Single Plate Clutch:
A single disc or plate clutch shown in Fig.1.5
consists of a clutch plate C whose both sides are
faced with a friction material G.
Fig.1.5 Single disc or plate clutch
It is mounted on a hub which is free to move
axially along the splines of the driven shaft D
and is held between the flywheel A and the
pressure plate E. The pressure plate is mounted
inside the clutch body which is bolted to the
flywheel. Both the pressure plate and flywheel
rotate with engine crankshaft or the driving shaft.
The pressure plate pushes the clutch plate
towards the flywheel by a set of coil springs S.
The springs are arranged circumferentially which
provide axial force to keep the clutch in engaged
position. The three levers known as release
levers or fingers are carried on pivots suspended
from the case of the body as shown in Fig 1.6.
These are arranged in such a manner that the
pressure plate moves away from the flywheel by
the inward movement of a thrust bearing. A
pedal is provided to pull the pressure plate
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
against the spring force whenever it is required
to be disengaged. Ordinarily clutch remains in
engaged position.
Fig.1.6 Single disc or plate clutch with linkage
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 lever 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 comprising the clutch springs as
shown in Fig 1.7. With the movement of the
pressure plate, the friction plate is released and
clutch is disengaged. On the other hand, when
the foot is taken off from the clutch pedal, the
thrust bearing is moved back by the levers. This
allows the springs to extend and thus the
pressure plate pushes the clutch plate back
towards the flywheel.
Fig 1.7 Operation of the release levers
The axial pressure exerted by the spring provides
a frictional force in the circumferential direction
when the relative motion between 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
power is transmitted from the driving shaft to the
driven shaft.
Fig 1.7 shows exploded photographic view and
Fig 1.8 shows cut away section of clutch
assembly of single plate clutch.
Fig 1.7 Exploded photographic view of single plate clutch
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
Fig 1.8 Cut away section of clutch assembly of single plate
clutch
Advantages:
1. As compared to cone clutch, the pedal
movement is less in this case which leads
to easier gear changing.
2. It is more reliable compared to cone
clutch
Disadvantages:
As compared to cone clutch, the springs
have to be stiffer and this means greater force
required to be applied by the driver while
disengaging.
1.6 Diaphragm spring type single plate clutch:
The construction of this type of clutch is similar
to the single plate type of clutch described above
except that here diaphragm springs (also known
as Belleville springs) are used instead of the
ordinary coil springs. In the free condition, the
diaphragm spring is of conical form, but when
assembled, it is constrained to an approximately
flat condition because of which it exerts a load
upon the pressure plate. A diaphragm spring type
clutch is shown in Fig 1.9 and Fig 1.10 shows a
diaphragm spring in free condition.
Fig 1.9 A diaphragm spring type clutch
Fig 1.10 A diaphragm spring in free condition
Advantages:
This type of clutch has now virtually
superseded the earlier coil spring design in many
countries in clutch sizes ranging upto 270 mm in
diameter. However in case of heavy vehicles, the
coil spring type clutches are still being used,
because of the difficulty to provide sufficient
clamping force by a single diaphragm spring.
The diaphragm spring offers following distinct
advantages.
1. It is more compact means of storing
energy. Thus compact design results in
smaller clutch housing.
2. As the diaphragm spring is
comparatively less affected by the
centrifugal forces, it can withstand higher
rotational speed. On the other hand, the
coil springs have tendency to distort in
the transverse direction at higher speeds.
3. In case of coil springs, load-
deflection curve is linear. Therefore with
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
the wear of the clutch facing the springs
have less deflection due to which they
would apply less force against the clutch
plate. On the other hand, in case of
diaphragm spring the load-deflection
curve is not linear (Fig 1.11).
Fig 1.11 Load- Deflection curve
Therefore in this case as the clutch facing
wears, force on the plate gradually
increases, which means that even in worn
out condition, the spring force is not less
than its value in case of new clutch.
Further it is also seen from Fig 1.12 that
the load-deflection curve depends upon
the ratios h/t, where h is the free dish
height and t is the thickness of the spring.
Therefore in this case with suitable
design, the load-deflection curve can be
improved to give lower release loads.
Fig 1.12 Effect of h/t on Load- Deflection curve
4. The diaphragm acts as both clamping
spring and release levers. Therefore many
extra parts like struts, eye bolts, levers,
etc. are eliminated in the diaphragm
spring because of which the loss of
efficiency due to friction wear of these
parts also does not occur, which results in
elimination of squeaks and rattles.
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
Fig 1.13 Cut away section of clutch assembly of single
plate clutch (Diaphragm spring type)
Fig 1.13 shows cut away section of clutch
assembly and Fig 1.14 shows exploded
photographic view of Diaphragm spring type
single plate clutch
Fig 1.14 Exploded photographic view of single plate
clutch (Diaphragm spring type)
1.7 Design of Single plate Clutch:
Consider two friction surfaces maintained in
contact by an axial thrust W as shown in Fig
1.15(a). Let,
T = Toque Transmitted by clutch

p
= Intensity of pressure with which the
contact surfaces are held together
r
2
= r
i
= Inner radius of the friction surface
r
1
= r
o
= Inner radius of the friction surface
= Coefficient of friction
Consider an elementary ring of radius r and
thickness dr as shown in Fig 1.15(b).
Fig 1.15 Forces on a single plate clutch
We know that,
Area of the contact surface or friction surface,
dA = 2r.dr
Normal or axial force on the ring,
dW = Pressure x Area =
p
. 2r.dr (i)
The friction force acting on the ring tangentially
at radius r,
F
r
= . dW = .
p
. 2r.dr
Hence Friction torque acting on the ring,
T
r
= r. F
r
= .
p
. 2r
2
.dr (1)
Friction torque of a clutch is usually calculated
on the basis of two assumptions. Each
assumption leads to a different value of torque.
In one case it is assumed that the intensity of
pressure on the contact surface or friction surface
is constant whereas in the second case, it is
uniform wearing of the contact surface or friction
surface.
i) Considering uniform pressure:
Under this assumption, pressure is assumed to be
uniform over the surface area and the intensity of
pressure is given by,
( )
(2)
area sectional - Cross
Force Axial
2 2
i o
r r
W
p
pressure

Equation (2) can be obtained by integrating

equation (i) within the limits from r
i
to r
o
.

The total friction torque can be found by
integrating equation (1) within the limits from r
i
to r
o
.
TE Mech Sem-V/TOM-II/Module:01 Page 6
Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi

The total friction torque acting on the
friction surface or on the clutch,
Substituting expression for
p
from equation (2),
( )
1
]
1

3
. 2
3 3
2 2
i o
i o
r r
r r
W
T

) 3 (
3
2
2 2
3 3
R W
r r
r r
W T
i o
i o

1
]
1

Surface Friction of Radius Mean
3
2
2 2
3 3

1
]
1

i o
i o
r r
r r
R
Where

ii) Considering uniform axial wear:
For uniform wear over an area, the intensity of
pressure should vary inversely proportional to
the elementary areas, i.e. it should decrease with
increase in the elementary area and vice-versa.
This can be illustrated by drawing a line with a
chalk. In doing so a little quantity of chalk is
worn from the stick. Now if it is desired that the
chalk is worn by the same amount, but the length
of the line is doubled, the pressure on the chalk
has to be reduced to half that in the previous
case. Therefore for uniform wear, product of the
pressure applied and the distance traveled must
be constant. For uniform wear of the surface, let

) 4 ( C Constant
r 2 r 2
r radii at area r radii at area
width) (equal r and r radii at surface the of width
r at surfaces o between tw pressure Normal
r at surfaces o between tw pressure Normal
o i
o i
o i
o
i

pr
r p r p
b p b p
p p
b
p
p
o o i i
o i
o i
o
i

Thus in case of uniform wear of the two
surfaces, product of the normal pressure and the
corresponding radius must be constant. This
means the pressure is less where the radius is
more and vice-versa. Pressure on an elemental
area at radius r can be found as given below.
We know that,

dr 2 r.dr 2
r
C
= r.dr 2 . p = dW C

[ ] ( )
( )
) 5 (
2
2 2 2
force, axial Total
i o
i o
r
r
r
r
r r
W
C
r r C r C dr C W
o
i
o
i

We know that the friction torque acting on the
ring,
T
r
= r. F
r
= .
p
. 2r
2
.dr = 2..C.r. dr
The total friction torque acting on the
friction surface or on the clutch,
Substituting expression for C from equation (5),

( )
( )
( )
Surface Friction of Radius Mean
2
) 6 (
2
1
2 2
. 2
2 2

+
1
]
1

i o
i o
i o
i o
r r
R
Where
R W r r W T
r r
r r
W
T

In general, total friction torque acting on the

friction surface or on the clutch is given by,
surfaces friction of pairs of Number Where
) 7 (

n
R W n T
Important points:
1. For a single plate clutch normally both sides
of the plate are effective. Hence a single plate
clutch has two pairs of surfaces in contact.
(i.e. n = 2)
TE Mech Sem-V/TOM-II/Module:01 Page 7
1
]
1

1
]
1

3
. 2
3
. 2 2 p. .
3 3
3
2
i o
r
r
r
r
r r
p T
r
p dr r T
o
i
o
i

1
]
1

1
]
1

2
. 2
2
. 2 C 2
2 2
2
i o
r
r
r
r
r r
C T
r
C dr r T
o
i
o
i

Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
2. Since the intensity of pressure is maximum at
the inner radius(ri) of the friction surface,
equation (4) may be written as
C r p
i

max
3. Since the intensity of pressure is minimum at
the outer radius(ro) of the friction surface,
equation (4) may be written as
C r p
o

min
4. In case of a new clutch the intensity of
pressure is approximately uniform, but in an
old clutch, the uniform wear theory is more
approximate.
5. The uniform pressure theory gives higher
torque than the uniform wear theory. Hence
in case of friction clutches, uniform wear
theory should be considered, unless
otherwise stated.
1.8 Multiplate Clutch:
The Multiplate clutch is an extension of the
single plate clutch where the number of friction
and metal plates is increased. The increase in
number of friction surfaces obviously increases
capacity of the clutch to transmit torque, the size
remaining fixed. Alternatively the overall
diameter of the clutch is reduced for same torque
transmission as a single plate clutch. Therefore
this type of clutch is in some heavy transport
vehicles and racing cars where high torque is to
be transmitted. Also, it finds application in
scooters and motor cycles where space available
is limited.
The construction of a multiplate clutch as shown
in Fig 1.16 is similar to that of single plate type
except that all the friction plates in this case are
in two sets i.e. one set of plates slides in grooves
on the flywheel and the other one slides on the
pressure plate hub. Alternate plates shown in Fig
1.17 belong to each set.
In another way of arranging plates in a multiplate
clutch, the inside plates usually made of steel are
fastened to the driven shaft to permit axial
motion except for the last plate. The outside
plates usually made of bronze are held by bolts
and are fastened to the housing which is keyed to
the driving shaft.
Fig 1.16 Multi-plate Clutch
Fig 1.17 Multi-plate Clutch (Inner and outer plates)
Design of a multiplate clutch:
The total friction torque acting on the friction
surface or on the clutch is given by,

surfaces friction of pairs of Number Where
) 8 (

n
R W n T
1. If N is the total number of friction plates in
the multiplate clutch, then 1 N n
2. If
1
n

is the number of plates on the
driving shaft and
2
n

is the number of
plates on the driven shaft, then
1
2 1
+ n n n
1.9 Cone Clutch:
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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
Fig 1.18 Cone clutch
Fig 1.18 shows simplified diagram of the cone
clutch. It was extensively used in automobiles,
but now-a-days it has been completely replaced
by the plate clutch. It consists of only one pair of
friction surface which is in the form of cones. In
the engaged position the male cone is fully inside
the female cone so that the friction surfaces are
in complete contact. This is done by means of
springs which keep the male cone pressed all the
time.
Advantages:
The only advantage of cone clutch is that the
normal force acting on the contact surfaces is
larger than the axial force as compared to the
single plate clutch in which the normal force
acting on the contact surfaces is equal to the
axial force.
Disadvantages:
The cone clutch is practically obsolete because
of certain inherent disadvantages.
1. If the angle of cone is made smaller that
20
0
the male cone tends to bind or join in
the female cone and it becomes difficult
to disengage the clutch.
2. A small amount of wear on the cone
surface results in considerable amount of
axial movement of the male cone for
which it is difficult to allow
1.10 Design of Cone Clutch:
Consider a pair of friction surfaces of a cone
clutch maintained in contact by an axial thrust W
as shown in Fig 1.19(2). Let
T = Toque Transmitted by clutch

p
= Intensity of pressure with which the
conical contact surfaces are held together
r
i
= Inner radius of the friction surface
r
o
= Inner radius of the friction surface
= Coefficient of friction
= Semi-angle of the cone or the angle of the
friction surface with the axis of the clutch
b = Width of the friction surface (also
known as face width or cone face)
Consider an elementary ring of radius r and
thickness dr as shown in Fig 1.19(1).
Let dl is the length of ring of the friction
surface, such that

sin
cos
dr
ec dr dl
We know that,
Area of the contact surface or friction surface,
dA = 2r. dl =

sin
r 2
dr

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Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
Fig 1.19 Forces on Friction surface of Cone Clutch
Normal force on the ring,
dP = Pressure x Area =
p
. dA=

sin
r 2
dr
p
Axial force on the ring,
) 9 ( 2
sin
sin
2 sin
dr pr dW
dr
pr dP dW

The friction force acting on the ring tangentially
at radius r,
F
r
= . dP = .

sin
r 2
dr
p
Hence Friction torque acting on the ring,
T
r
= r. F
r
= .
) 10 (
sin
r 2
2

dr
p


i) Considering uniform pressure:
The total axial force can be found by integrating
equation (9) within the limits from r
i
to r
o
.

( ) ) 11 (
2
2 2
force, axial Total
2 2
2
i o
r
r
r
r
r r p
r
p dr pr W
o
i
o
i

1
]
1

Equation (11) shows that the total axial force is
independent of the cone angle.
The total friction torque can be found by
integrating equation (10) within the limits from r
i
to r
o
.

The total friction torque acting on the
friction surface or on the clutch,
Substituting expression for
p
from equation
(11),

( )
Surface Friction of Radius Mean
3
2
) 12 (
sin 3
2
3
.
sin
2
2 2
3 3
2 2
3 3
3 3
2 2

1
]
1

1
]
1

1
]
1

i o
i o
i o
i o
i o
i o
r r
r r
R
Where
R W
r r
r r W
T
r r
r r
W
T

ii) Considering uniform axial wear:
We know that,

dr 2 r.dr 2
r
C
= r.dr 2 . p = dW C

[ ] ( )
( )
) 13 (
2
2 2 2
force, axial Total
i o
i o
r
r
r
r
r r
W
C
r r C r C dr C W
o
i
o
i

We know that the friction torque acting on the
ring,
T
r
= r. F
r
=

sin
r 2
2
dr
p
=

sin
r 2
dr
C
The total friction torque acting on the
friction surface or on the clutch,
TE Mech Sem-V/TOM-II/Module:01 Page 10
1
]
1

1
]
1

3 sin
. 2
3 sin
. 2
sin
2 p. .
3 3
3
2
i o
r
r
r
r
r r p
T
r p dr
r T
o
i
o
i

1
]
1

1
]
1

2 sin
. 2
2 sin
. 2
sin
C 2
2 2
2
i o
r
r
r
r
r r C
T
r C dr
r T
o
i
o
i

Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi

Substituting expression for C from equation (13),

( )
( )
( )
Surface Friction of Radius Mean
sin 2
) 14 (
sin 2
2 2
.
sin
2
2 2

1
]
1

i o
i o
i o
i o
r r
R
Where
R W r r
W
T
r r
r r
W
T
Equation (14) gives the more conservative
results as compared to equation (12) and hence
can be safely used for design of cone clutch.
1.11 Centrifugal Clutch:
The centrifugal clutches are usually incorporated
in motor pulleys. It consists of a number of shoes
on the inside of pulley as shown in Fig 1.20
Fig 1.20 Centrifugal Clutch
The outer surfaces of the shoes are covered with
a friction material. These shoes, which can move
radially in guides, are held against the boss of
spider on the driving shaft by means of springs.
The springs exert a radially inward force which
is assumed constant. When rotating, under the
action of centrifugal force, the shoes are moved
radially outwards. The magnitude of this
centrifugal force depends upon the speed at
which the shoe is rotating. When centrifugal
force is equal to the spring force, the shoe is just
floating. However when the centrifugal force
exceeds the spring force, the shoe moves
outwards and comes in contact with the driven
member. Further increase in the centrifugal
force, presses the shoe against the driven
member. The force with which the shoe presses
against the driven member is the difference
between the centrifugal force and the spring
force. The increase of speed causes the shoe to
press harder and enables more torque to be
transmitted.
Fig 1.21 shows another means of arrangement
for centrifugal clutch and Fig 1.22 shows
photographic view of shoes of centrifugal clutch.
Fig 1.21 Centrifugal Clutch
Fig 1.22 Photographic view of shoes of centrifugal clutch
1.12 Design of Centrifugal Clutch:
Design of a centrifugal clutch involves
determination of mass or weight of the shoe, size
of the shoe and dimensions of the spring.
TE Mech Sem-V/TOM-II/Module:01 Page 11
Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
i) Mass of the shoes:
Consider one shoe of a centrifugal clutch as
shown in Fig 1.23.
Fig 1.23 Forces on a shoe of centrifugal clutch.
Let,
m = Mass of each shoe
n = Number of shoes
r = Distance of C.G. of shoe from the
centre of the spider
R = Inside radius of the pulley rim
N = Running speed of the pulley in rpm
= Angular running speed of the pulley
in rad/s (
60
2 N

)

e
= Angular speed at which the
engagement begins to take place
= Coefficient of friction between the
shoe and rim
The centrifugal force acting on each shoe at the
running speed,
r m P
c
2

The speed at which the engagement begins to
take place is generally taken as 3/4
th
of the
running speed. Hence the inward force on each
shoe exerted by the spring is given by
r m r m r m P
e s
2
2
2
16
9
4
3

,
_

Therefore net outward radial force (i.e.
centrifugal force) with which the shoe presses
against the rim at the running speed,

r m r m r m P P P
s c o
2 2 2
16
7
16
9

The friction force acting tangentially on each
shoe,

) (
s c o r
P P P F
The friction torque acting on each shoe,
R P P R P R F T
s c o r r
) (
And the total friction torque transmitted,
) 15 ( ) ( R P P n T
R P n R nF nT T
s c
o r r

The mass of the shoe can be evaluated from

equation (15).
ii) Size of the shoes:
Let,
l = Contact length of the shoe
b = Width f the shoe
R = Radius of the shoe when it presses
against the pulley rim (same as the
inside radius of the pulley)
= Angle subtended by the shoe at the
centre of spider in rad
p
= Intensity of pressure exerted on the
shoe (In order to ensure reasonable
life, it may be taken as 0.1 N/mm
2
)
Now, R l
Area of contact o the shoe, lb A
The force with which the shoe presses against
the rim=
p
.
plb A
Since the force with which the shoe presses
against the rim at the running speed is
s c o
P P P
,
Therefore
) 16 (
s c
P P plb
The width of the shoe can be obtained from
equation (16).
iii) Dimensions of the springs:
We have discussed above that the load on the
spring is given by,
) 17 (
16
9
4
3
2
2
2
1
r m r m r m P
s

,
_

TE Mech Sem-V/TOM-II/Module:01 Page 12
Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
By using the load value from eq
n
(17), the
dimensions of spring may be obtained as usual.
References:
1) Theory of Machines by S S Rattan, Tata
McGraw Hill Education Pvt ltd.
2) Automobile Engineering Vol. 1 by Kirpal
Singh, Standard Publishers Distributors.
3) Theory of Machines by R S Khurmi, S
Chand Technical
4) Design of Machine Elements by V B
Bhandari, Tata McGraw Hill Education
Pvt ltd.
5) http://books.google.com
6) http://www.google.co.in/imghp?
hl=en&tab=wi
TE Mech Sem-V/TOM-II/Module:01 Page 13
Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
TE Mech Sem-V/TOM-II/Module:01 Page 14
Clutch Theory of machines II Prof. Pradeepkumar Suryawanshi
TE Mech Sem-V/TOM-II/Module:01 Page 15