BRAKES

Comparative table of brake performance

Braking Torque on the drum = . .
Take moment about 'o'
. . . 0
( )
When , the required 0
n
n n
n
R r
F a R b R c
b c
F R
a
b c F

i.e. once contact between the shoe and drum is made, the brake is applied itsel and such a
brake is sel locking brake. This is usually undesirable with exceptions being hoist
stops or over-running clutch type applications.
!rum rotates anticlockwise
When the moment o rictional orce about "o# is in the same direction as that o the
applied orce $,
Braking Torque on the drum = . .
Take moment about 'o'
. . . 0
. .( . )
.
( . )
n
n n
n
n
R r
F a R b R c
F a R b c
F a
R
b c

%ence the same orce $ produces high &n and high rictional torque.
The brake becomes sel energised.
The shoe is treated as 'eading shoe.
!rum rotates clockwise
The moment o rictional orce about "o# is in the opposite direction as that o the applied
orce $,
Braking Torque on the drum = . .
Take moment about 'o'
. . . 0
. .( . )
.
( . )
n
n n
n
n
R r
F a R b R c
F a R b c
F a
R
b c

+
%ence the same orce $ produces low &n and low rictional torque.
The brake becomes sel de(energised
The shoe is treated as Trailing shoe.
DRUM BRAKES
Drum brakes apply friction to the external or
internal circumference of a cylinder.A drum brake
consists of the brake shoe, which has the friction
material bonded to it, and the brake drum. or
braking, the shoe is forced against the drum
developing the friction tor!ue. Drum brakes can
be divided into two groups depending on whether
the brake shoe is external or internal to the drum.
A further classi"cation can be made in terms
of the length of the brake shoe# short, long or
complete band.
$hort shoe internal brakes are used for centrifugal
brakes that engage at a particular critical speed.
%ong shoe internal drum brakes are used principally
in automotive applications. Drum brakes &or
clutches' can be designed to be self-energi(ing.
)nce engaged the friction force increases the
normal force nonlinearly, increasing the friction
tor!ue as in a positive feedback loop.This can be
advantageous in braking large loads, but makes
control much more di*cult. )ne problem associated
with some drum brakes is stability. +f the
brake has been designed so that the braking tor!ue
is not sensitive to small changes in the coe*cient
of friction, which would occur if the brake is
worn or wet, then the brake is said to be stable.
+f a small change in the coe*cient of friction causes
a signi"cant change to the braking tor!ue the
brake is unstable and will tend to grab if the friction
coe*cient rises or the braking tor!ue will
drop noticeably if the friction coe*cient reduces.
$hort shoe external drum brakes
+f the included angle of contact between the brake shoe and the brake drum is
less than ,-., the force between the shoe and the drum is relatively uniform
and can be modelled by a single concentrated load Fn at the centre of the
contact area.
+f the maximum permissible pressure is pmax the force Fn can be estimated by
Internal Expanding Shoe Brake
)onsider a small strip o lining material d*.
ma+ ma+
ma+ ma+
, ma+
ma+
ma+
, ma+ ,
sin - .sin
when , .
sin
sin
./0 - =/0
sin

sin
0/0 - =
The normal orce acting at the strip = = . .
=
o o
o
But
p p k
p k p
p
p
When
p p
When
dN p rd w
dN

1
1
]
ma+
ma+
ma+
ma+
. .
sin
. .
sin
.
.sin .
sin
p rd w
p rd w
p rw
d

,
1
, ,
1 1
ma+
ma+
ma+
ma+
ma+
ma+
2oment o the rictional orce at the pi3ot point is
. ( cos )
. .
sin ( cos )
sin
. .
.sin . sin cos
sin
. . sin
. sin .
sin
f
f
M
M f dN r h
f p rw
r h d
f p rw
r d h d
f p rw
r d h

1
1
1
]

( ) ( )
, ,
1 1
ma+
1 , 1 ,
ma+
,
,
. .
4 cos cos cos , cos ,
4sin
d
f p rw
r h

1
1
1
]
1
]

,
1
,
1
,
1
ma+
ma+
, ma+
ma+
ma+
ma+
ma+
ma+
2oment o the normal orce at the pi3ot point is
. ( sin )
.
sin ( sin )
sin
.
sin .
sin
. 1 cos ,
.
sin ,
.
= ,(
4sin
n
n
M
M dN h
p rw
h d
p rwh
d
p rwh
d
p rwh

1
1
1
]
1

1
1
]

[ ]
, 1 , 1
) (sin , sin , )
( )
,
1
,
ma+
ma+
,
ma+
1 ,
ma+
.
. .
sin
sin
. .
cos cos
sin
$rictional torque at the centre o the drum is
t
t
M fdN r
f p wr
d
f p wr
M

. 0
or 'eading shoe
or Trailing shoe
)onsider the orces acting on the shoe and taking the momets about the pi3ot
f n
n f
n f
Pl M M
M M
P
l
M M
P
l
+

ma+
1 ma+
' '
1 ma+
ma+
' '
ma+
'
ma+ '
ma+
'
' ma+
ma+
$or identical shoes, and 2 are proportional to
.
.
$or Trailin
The ma+imum intensit5 o the pressure or the trailing shoe
n
f
f
f
f
f
f
n
n
M p
M k p
M k p
M
p
M p
M p
M
p
similarly
M p
M
p

' '
g shoe
n f
M M
P
l
+

2oment due to riction

,
,
,
,
,
. . . .cos( ).
. . . .cos( )
. ( cos cos sin sin )
. 6cos (sin ) sin ( cos ) 7
. cos .,sin 0
, . cos .sin
r m m
r m m
m m m
m m m
m m
m m
dF f r d wp r
F f r w p d
f p wr d
f p wr
f p wr
f p wr

+ +



+
+
+

Resultant normal force

)omponent o pressure in the direction o *
o
is
o 0
0
0
0 0
)omponent o pressure in the direction o is cos( )
cos( )
cos( ).cos( ). . .
.cos( ).cos( )
. (cos cos sin sin ).(cos cos sin s
m m
m m
m m
m m m
p
but p p
N p r wd
p wr d
p wr

+ +

0
0 0 0
, ,
0 0 0 0
1 cos ,
.6cos cos d 8
,
1 cos ,
in sin d 8sin cos sin cos .d 8cos sin sin co
,
in )
. (cos cos cos cos sin .sin cos sin cos sin .cos in sin sin )
m m
m m m
m m m m m
p wr
s
d
p wr s d

+
+ + +
_

,
_

,

( ) ( )
0 0
0 0
s .d 7
1 sin , 1 sin ,
. cos cos . . sin sin . . 0 0
, , , ,
. cos cos . sin cos sin sin . sin cos
m m m
m m m
p wr
p wr








+ + +

+ +

1
_ _
+ + + +
1

, ,
1
]
+ + 1
]

Relation beteen !
o
and !
m
)omponent o pressure p in the direction o o is 0
&esultant o normal orce perpendicular to the direction o o 0
0
sin( )
(cos )
(cos )sin( ) 0
. . (cos )si
m m
m m
m
p
but p p
p wr d
i e

0
0 0
,
0 0 0
,
0
0 0
n( ) 0
(cos cos sin sin )(sin cos cos sin ) 0
(cos sin cos cos cos sin cos sin sin sin cos
sin cos sin ) 0
1 cos , 1 cos ,
(cos sin sin cos (c
, ,
m m
m m m
m
m m
d
d
d

+
+

+ _ _

, ,

( ) ( )
( )
0
0 0
0 0
0
os( ) sin cos ) 0
1 cos , 1 cos ,
cos sin sin cos d .
, ,
cos sin sin cos sin cos sin cos
( sin cos )
tan tan
sin cos
m
m m
m m
m
d
d









+ +

+
+ _ _

, ,
+
+

"entre of pressure circle
The &esultant rictional orce .9 acts through the ): at right angles to 9.
The moment o .9 about the centre o the drum is
( ) ( )
( ) ( )
,
0 0
0 0
. . .
, . cos .sin
. cos cos . sin cos sin sin . sin cos
, cos .sin
cos cos . sin cos sin sin . sin cos

m m
m m m
m
m m
f N oc F r
f p wr Fr
oc
fN fp wr
r

+ + 1
]

+ +
( ) ( )
0 0
cos
, .sin
cos . sin cos tan sin . sin cos
put the 3alue o tan
m
m
m
divide by
r

+ +

( )
( )
( )
( )
( )
0 0 0
0 0 0
, .sin
sin cos
cos . sin cos tan sin . sin cos
sin cos
, .sin
sin cos (cos tan sin )
multipl5 b5 cos
r
r

+
+ +

+ +
( )
( )
0
0
, ,
0 0

, .sin cos
o a circle
sin cos (cos sin )
origin on its circumerence and its centre at ( ,,0) and diameter d
, .sin
is the diameter o the pressu
sin cos
r
this is a polar equation
with d
r

+ +
+
re circle.
Effect of moderate distortion of the drum
): is at the centre line o the lining and *0 = 0
;nd hence uniorm pressure, wear and heating thus
produces ma+imum eecti3eness.
, ,
. . . . .
. . . ,
Fr p r d w f r
fp wr d fpwr

)omponent o p in the direction o *0 is p cos *

,
orce 9= ( . . . cos )
( cos )
, sin
,
, sin sin
Normal r d w p
pwr d
pwr
Fr fpwr r
oc
fN fpwr

Brake factor
<s the ratio o the rictional orce to the actuation orce i.e.
F
P
Brake actor is the sum o shoe actors.
B$==8=#

%
. . . .
. . .
.

. . .
A
A
F
Shoe factor S
P
ake moment about
Pl f N n N m
N m f N m
P
l
F f N fl
so S
N m f N m P m fn
l

+

_

,

'
%'
. . . .
. . .
.
'
. . .
B
B
F
Shoe factor S
P
ake moment about
Pl f N n N m
f N n N m
P
l
F f N fl
so S
f N n N m P m fn
l

+
+

+ + _

,
Brake sensiti#it$ factor
<s the amount b5 which the torque output changes or small changes in riction.
dS d
S
df df
f f

Brake squeal
<s the sound produced while braking, due to 3ariation o riction, produce 3ibration. This
occurs due to the smooth shoe surace.
%a&ecas method of Determining Brake factor'
Determination of shoe and brake factors
1.:i3oted shoe brake
&( the resultant o normal orce N and rictional orce fN
! = tan
(1
f
)onsider moment about %
. .
)onsider moment about >
$rictional moment moment o & about >
. .
.
The shoe actor ==
.
.
. .
.
but and
$or the leading shoe
R "# Pl
F r R$N
R$N
F
r
R "#
P
l
R$N l l $N
r R "# r "#
$N% "%#

are similar
.
$N $%
"# "%
l $%
shoe factor S
r "%

$or the trailing shoe

)onsider moment about %'
'. ' ' .
)onsider moment about >
$rictional moment moment o & about >
. '. '
'. '
The shoe actor ='=
'. ' '
'. ' '
. .
'. ' ' '
R " # Pl
F r R $N
R $N
F
r
R " #
P
l
R $N l l $N
r R " # r " #

'
but ' ' and ' ' ' are similar
' '
' ' ' '
'
' .
' '
$N % " % #
$N $%
" # " %
l $%
shoe factor S
r " %

(rocedure for plotting the characteristics of the brake

for the coeff) of friction from f * +', to +'-
1. !raw the brake drum
,. 2ark the hinges % and %#
?. 2ark @ and 8 and centre lines
4. )alculate d=
( )
, .sin
sin cos
r
+
A. $ind *m b5 drawing perpendicular to >%
B.
( )
0
( sin cos )
tan tan
sin cos
m

+
C. !raw circle >#) and mark 9 D $n
E. !raw lines rom ># to the circle at an angle ,F=, tan
(1
and mark G1, G,HGB
/. )onnect ) to '1, ',HHthrough G1, G,HGB
10. $ind shoe actors = and =#
11. B$==8=#
1,. =hoe sensiti3it5 actors
dS d
S
df df
f f

and brake sensiti3it5 actor B
1?. :lot pressure distribution.
.' (arallel abutment brake/%loating shoe0 . dof1
: and abutment reactions & are parallel and the resultant reaction o the drum on the shoe
must be parallel to these orces.
)onsider moment about >
I. .
)onsider moment about %
. .
.
The shoe actor ==
.
.
. .
.
but and are similar
.
$or the leading shoe
$N F r
& "# Pl
& $N
F
r
& "#
P
l
& $N l l $N
r & "# r "#
$N% "%#
$N $%
"# "%
l $%
shoe factor S
r

"%
$or the trailing shoe
'. '
The shoe actor ='=
'. ' '
'. ' '
. .
'. ' ' ' '
but ' ' and ' ' ' are similar
' '
' ' ' '
'
' .
' '
& $N
F
r
& " #
P
l
& $N l l $N
r & " # r " #
$N % " % #
$N $%
" # " %
l $%
shoe factor S
r " %

2' Inclined abutment brake/. dof1

)onsider moment about >
I. .
)onsider moment about %
. .
.
The shoe actor ==
.
.
. .
.
but and are similar
.
$or the leading shoe
$N F r
& "# Pl
& $N
F
r
& "#
P
l
& $N l l $N
r & "# r "#
$N% "%#
$N $%
"# "%
l $%
shoe factor S
r

"%
$or the trailing shoe
'. '
The shoe actor ='=
'. ' '
'. ' '
. .
'. ' ' ' '
but ' ' and ' ' ' are similar
' '
' ' ' '
'
' .
' '
& $N
F
r
& " #
P
l
& $N l l $N
r & " # r " #
$N % " % #
$N $%
" # " %
l $%
shoe factor S
r " %

%uck Brake (,!>$)

.
$or the leading shoe
l $%
shoe factor S
r "%

$or the trailing shoe

'
' .
' '
l $%
shoe factor S
r " %

DU3 SER43 BRAKE

Leading/trailing brakes are most commonly used on smaller cars. The
design gives balanced braking in light applications. Duo-servo brakes
are used in heavier applications and where more aggressive braking is
needed.
Both shoes act as leading shoes
.
$or the :rimar5 shoe
l $%
shoe factor S
r "%

$or the =econdar5 shoe

actuation orce on the secondar5 shoe is :'=&
can be determined rom the moments about '
.( ) '.( )
.( )
'
( )
' '
' .
' '
The tangential drag on the
he
P a d P b d
P a d
P
b d
l $%
shoe factor S
r " %
+
+

shoe is $'==':'
The total tangential drag ' ' '
' ' ' '.( )
( )
F F SP S P
F F S P S a d
B S S
P P b d
+ +
+ +
+ +

5hermal Aspects in Braking

The capacit5 o brake to absorb power is largel5 determined b5 its abilit5 to dispose o the
rictional heat. The heat dissipating qualit5 is determeined b5 actors such as siJe, shape
and condition o the surace o the 3arious parts.
!rum brake
AK o the total rictional heat generated goes to the liner
/AK to the drum
'ie o liner ( ?0,000 to A0,000 km
!isc brake
1K o the total rictional heat generated goes to the liner
//K to the disc
'ie o liner ( A0,000 to E0,000 km
<nluence o heat on brake
1 Brake ade
, Torque >L: reduces due to drum distortion and reduction coeM o riction.
? %igh thermal stresses will be induced( thermal cracks, wearing o shoes.
4 Thermal decomposition o liner and drum.
A Iapor lock.
B !eterioration o rubber seals o the sla3e c5linders and drum will be looded
with luid.
C &educe the lie o the liner. 'ie o liner at 110
o
) is E0,000 km and at 1B0
o
)
is 40,000 km and at
,'Single brake application(
Transient temperature rise is determined b5 considering the problem as two
dimensional(distance and time) heat conduction problem. The peak temperature should be
less than the permissible temperature.
.'"ontinuous braking6
ater the peak temperature, heat production and dissipation are become equal and reaches a
stead5 equilibrium temperature.
2'Intermittent braking @
each transient temperature is superimposed on the pre3ious uniorm temperature and inall5
reaches an equilibrium temperature.
7eat generated during braking
<nitial speed o the 3ehicle = u
<nstantaneous speed 3 = u(at
(1 )
Total braking orce on the 3ehicle
where J=0.0A is ractional contribution o the rotational energ5 o the wheels and drums
W ( a
)
+

<nstantaneous energ5 dissipated (%eat generated) at the interace o the drum and lining
= $.=
(1 ) .
9(mLs
W ( a v
)
+

1
1
(1 ) . . .
&ate o heat generation at the rubbing path o a ront drum % 9(mLs
,
W ( a v y
)A
+

Where 5 ( :ortion o the braking in the ront wheel (kb)

N ( :ortion o the heat dissipated that enters a drum o rubbing path area ;1
1
When the inal 3elocit5 = 0
0
s
s
v u at
at
v u
u
u at
u
a
t

_


,

1
1
,
1
1
1
,
1
1
1
1
(1 ) . 1
% 9(mLs
,
(1 ). 1
9(mLs
,
= 1 = 9 (1 )
(1 ).
Where G
,
1
,
s s
s
s
s s
s s
u u t
yW ( u
t t u
)A
t
yW ( u
t
)At
* t
Mt
t t
yW ( u
)A
and
* a
N M
t t u

_
+

,

_
+

,

_


,
+

( )
( ) ( )
1
,
1 1 1 1
1 1
, ,
1 1 1 1 , , , ,
)alculation o
=
sui+ 1 or drum material and , or lining material
k(thermal conducti3it5
O(densit5 and c( speciic heat.
con3entional asbetose(resin liner slidi
A k c
A k c A k c
where

+
0 0
,
1
ng against )<
1
=0./A or 1E0 and 0./4 or ,40 contact area
1 0.0/
A
A

+
:eak Temperature !e3eloped
=ingle brake application
* @ Temperature rise
Thermal lu+ %1 enters the drum and %, enters the lining. The temperature at the riction
surace can be determined b5 sol3ing the heat low through slab o thickness d1.
<n a single application o brake, no appreciable loss o heat to the atmosphere (onl5 ?K)
%ence
1
0 at + d
+

The transient temperature rise * can be obtained rom the heat low equation
( )
,
1 ,
1
1 1
1
1
1
=0 at 0
to B.).s

1 at 0
0 at

diusi3it5 =

+ d
+ t
Sub,ect
k N Mt +
+
+ d
+
where
hermal conductivity
hermal capacity
diffusivity

1
1 1
1 1
1
i.e. Thermal conducti3it5, or ).< 0.01? WLm(k
c ( =p.heat or ).<, ( 0.1?
k
k
c

$or short inter3al braking
( )
1
1
,
,
1 1
1
1
,
,
,
. 1
?
t
N t
k ts

_


,
2a+ 3alue o * when
1
,
1 1
1
1
0.A?N
k


$or long inter3al braking
, 4
1 1 1 1
,
1 1 1 1
. 1 1
, ? 4A
s
N d d t t
t
d k ts t

_
_
_
+ +



,
,
,
2a+ 3alue o * near the end o the stop
0.E so 0.E
t
t ts
ts

4
1 1 1
,
, ,
1 1 1
C 1
.
, /0
s
s
N t d
d k t

_
+

,
1
*

'ong <nter3al Braking

=hort <nter3al Braking
t
ts
0.A 0.E
0.A so 0.A
t
t ts
ts

( )
1
1
,
1 s
d
t

;3erage temperature at the end o braking

Total heat imparted to the drum
Thermal capacit5 o the drum
,
1 1
drum weight

(1 )

4
w
yw ( u
)wc

)ooling o Brakes
)on3ection to the atmosphere is the main mode o cooling o the brake
But conduction loss o heat to the hub
The combined conduction 8 con3ection cooling eects is calculated based on 9ewton#s
law o cooling.

( ) P
0 0
( ) e+p
bt



Where
*
P
( Temperature o the drum or disc when cooling commences
* @ <nstantaneous temperature
*0 @ ;mbient temperature
b @ cooling rate
1
*

'ong <nter3al
Braking
=hort <nter3al
Braking

1.,1
1
$inal equilibrium temperature
P
0
0
equi
bt

+
where t0 ( braking time
)ooling rates o discs and drums
)ooling rate
0.E
0
b b -v +
I @ a3erage 3elocit5 in kmph
b0 ( is the heat conduction rate to hub
Q3
0.E
@ heat con3ection rate resulting rom turbulent low around the disc or drum
0.E
1
(0.E,? 0.004A? . )
c
A Av
b
w
+

;c @ is the disc or drum area in contact with the hub. (Rd.t)

; ( is the total surace area e+posed
w1 ( weight o the drum.
Area of the Braking path
&equirements
1. :ro3ision o an adequate braking torque
,. &easonable lie o the lining
To a3oid chemical and ph5sical deterioration o the liner, the temperature should not
e+ceed .lim/
lim 0
1 0
,
y*
wcbt

+
G @ Q.G. dissipated
N @ raction o heat to drum
c @ speciic heat
Brake drum width = 'iner width 8 10mm
Wear lie o the liner
$or ;sbestos
,0000km i .lim/ 0 112
o
3
40000km is .lim/ 0100 110
o
)
'ining area
?
10
p s
*
A
R t

&p ( :ower rating in kWLcm

,
($or asbestosS0.,4 kWLcm
,
)
'ie o 'iner
9umber o operation
4
y
q*

TU @ :ermissible wear o the liner in cm

?
q @ 0.,BE cm
?
L

kWh

in ri3eted construction 0.4t is the permissible wear
to a3oid e+posure o ri3ets

5hermal Stresses
Nc ( The compressi3e stress at the rubbing path in the a+ial and tangential directions o the
brake drum is same
'ong duration braking

, 4
1 0 1 1
,
1 1 1 1
. 1
? 4A
c
s s
d d t
d k t t

_
_
+



,
,
'ong duration braking
( )
1 1
1
, ,
,
1 0 1
1
1 1
,
,
,
1 1
? ,
c
s s
t
t t t
k t d t

_
_ _




, ,
,
Where
1 1
0
(1 )
s
*5 %
t

G1 ( Voung#s modulus
W ( :oisson#s &atio
Nc
Nt = 0.A Nc
Nc
' ( )oeicient o thermal G+pansion
"8U5"7
; 3lutch is ia machine member used to connect the dri3ing shat to a dri3en shat, so that the
dri3en shat ma5 be started or stopped at will, without stopping the dri3ing shat. ; clutch thus
pro3ides an interruptible connection between two rotating shats
"one "lutch
,
1
,
1
,
,
,
= ., .
sin
= ., .
sin
= ., .
sin
= ., .
sin
,
. .
sin
R
R
R
R
dr
Normal force p r
dr
Frictional force p r
dr
Frictional orque p r
dr
otal orque M p r
p r dr

Iariation o X with r

Torque output M When p * c ($or sot liner like cork, paper)
r
p
&
,
&
,
:
,
F
dr
dl
X
X
0
dX
d3
3
0
0
3aries with 3elocit5
( ) ( , )
&e
linear 3ariation
=
r
r
r
f v f r
lative an)ular velocity
For
mv
m r

( )
( ) ( )
( )
( )
( )
,
1
,
1
,
,
1
1
,
,
0
, ?
0
? ? 4 4
0 , 1 , 1
? ?
, 1
, , 0
, 1
, ,
, 1
.,
. .
sin
.,
.
sin
.,
.
sin
., .,
?sin 4sin
,
?sin ,sin
R
R
R
r
R
R
R
r
R
R
r
r
n
p r dr
n p
m r r dr
n p
r dr m r dr
n p n p
R R m R R
R R
nP nmP
R R
R R

1
1
1
]

Uniform 9ear condition pr * c

,
1
,
1
, 1
, 1
a , . .
, . .
, ( )
, ( )
R
R
R
R
otal +ial force P r dr p
c
P r dr
r
P c R R
P
c
R R

( )
( )
( )
( )
( )
( )
( )
,
1
,
1
,
1
,
1
, 1 , 1
0
,
,
,
0
, 1
, , ? ?
0
, 1 , 1
0 , 1
.
.,
. .
sin
.,
sin
.,
sin
.,
.
sin ,
.,
. .
sin , , , ?

,sin
r
R
R
R
R
R
R
R
r
R
r
m r
n
p r dr
n c
M r dr
r
n c
M r dr
r
n P
M m r rdr
R R
R R R R
P m P n
M
R R R R
nmP R
nP R R

,
1

1

1
]
+

( )
( )
, 1
? ?
, 1
?sin
r
R
R R

!isc )lutch
( )
( )
( )
? ?
, 1
, , 0
, 1
, ,
, 1

,
? ,
r
When p c
R R
nP nmP
M R R
R R

( )
( )
( )
, 1
? ?
0 , 1
, 1

, ?
r
When pr c
nmP R R
nP R R
M
R R

5hermal aspects of "lutch

Total %eat :roduced
Gngine T
G
T Y
1(t)
)lutch Y
,(t)
T

T
&
&esisti3e 'oad
Torque T =<F = <(Y(Z)

t
6
+
1 1
1
, ,
,
( ) radLsec
( ) radLsec
*
R

t t
6

t t
6

+
Where Z1 and Z, are initial 3elocities o the two shats
&ate at which Gnerg5 is dissipated during slipping
[ ]
[ ]
0 1 1
, 1 1 ,
0 1 ,
1 ,
( ) ( ) ( )
( )
( )
* R
q t t t
6 6 6 6
q t t
6 6

1 + +
+
1
]
!uration o slip is the time or
1 ,
( ) ( ) t t
0 1 0 ,
1 ,
=
* R

t t
6 6

+ +
( )
( )
1 , 0
, 1
1 ,
0
, 1
1 , 1 ,
1 , , ,
=

=
( )
R *
R *
* R

t
6 6
t

6 6
6 6
6 6 6 6
_


,

,

+ +
Total amount o %eat generated is
[ ]
0
, 1 1 ,
1 ,
0
1 ,
,
1 , 1 ,
1 , , 1
( )
( )
9(m
, ( ) ( )
t
* R
* R
6 6 6 6
7 t
6 6
6 6
6 6 6 6
1 + +
+
1
]

+ +

The energ5 dissipated in 9 c5cles o clutch operation

.
N
7 N 7
[
,
[
1
Total energ5 dissipated = %eat transerred to the surroundings at stead5
temperature o the clutch assembl5
. .
N k
7 t A
8t 9 emperature rise in clutch assembly
A 9 *+posed area of the clutch assembly
!k 9 "eat transfer coefficient of clutch assembly to surroundin)s

,
1,.E ,./ \Lm
o
k
& s 3 +
Where & 9 Peripheral velocity of clutch parts m:s
$or single operation

. .
,00
o
a
7 43 t
t 3

+
where 4;Mass of clutch parts
3;sp heat <2/=>? k#:k)
o
3 for steel and 2/@=@ k#:k)
o
3 for 36A
$or automobiles
The engine output torque and angular 3elocit5 are assumed as constants TG and Z1
Gngine torque TG is transmitted through the clutch
TG=T
, ,
,
* R

t
6

_
+

,
Where 61 0 M6 of driven shaft includin) mass of the vehicle/
;t the end o the slip period Y, = Z1
Gngine Y
1
)lutch Y
,
Uear bo+ Wheel 3
, ,
,
, ,
1
,
, ,
1
1 1
since
, ,
1., 1., or rotational inertia
m& 6
m&
6
m&
6

'oad Torque T& = ( ) cos sin

r
&
m) +

Where Br 9 rollin) resistance <2/21A

Wear lie o liner
'ie =
.
W
q 7

Where permissible wear for riveted construction
, ,
, 1
( ) 0.4 ,
4
W C C t

q 0 specific wear <2/1>Dcm
E
:kWh for asbestos linerA
)arbon L )arbon clutches
( are e+tremel5 lightweight
( ha3e a 3er5 low inertia
( gi3ing enhanced engine pick(up
( allowing aster gear changes.
( retain their integrit5 at much higher
temperatures than con3entional materials
( torque capacit5 increases when hot,
thereore the clutch is more resistant to
abuse.
( do not distort under heat or load allowing
cleaner disengagement and help reduce
gearbo+ wear.