AUTO CLUTCH FOR AUTOMOBILE

Submitted in partial fulfillment of the requirement for the award of

DIPLOMA
IN
MECHANICAL ENGINEERING
BY

Under the guidance of

------------------------

2005-2006
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

Register number:
_________________________

This is to certify that the project report titled AUTO

CLUTCH FOR AUTOMOBILE submitted by the following
students for the award of Diploma engineering is record
of bonafide work carried out by them.

Done by
Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of

Diploma in Mechanical Engineering
During the Year (2004-2005)
_________________
Head of Department

_______________

Guide

Coimbatore 641651.
Date:
Submitted for the university examination held on ___________

_________________
Internal Examiner
Examiner

________________
External

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ACKNOWLEDGEMENT
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ACKNOWLEDGEMENT

At this pleasing moment of having successfully

completed our project, we wish to convey our
sincere thanks and gratitude to the management
of

our

college

and

our

beloved

chairman

, who provided all

the facilities

to us.

We would like to express our sincere thanks to

our

principal

for

forwarding us to do our project and offering

adequate duration in completing our project.
We

are

also

Department Prof.

grateful

to

the

Head

of

.., for

her constructive suggestions & encouragement

during our project.
With deep sense of gratitude, we extend our
earnest

&

sincere

thanks

to

..,
of

Mechanical

for

her

kind

encouragement during this project.

our

guide

Department
guidance

&

We also express our indebt thanks to our

TEACHING
MECHANICAL

and

NON

TEACHING

ENGINEERING

staffs

of

DEPARTMENT,

.(COLLEGE NAME).

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AUTO CLUTCH FOR AUTOMOBILE

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CONTENTS

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CONTENTS
ADKNOWLEDGEMENT

1. SYNOPSIS
2. INTRODUCTION
3. LITERATURE SURVEY
4. CLUTCH AND ITS OPERATION
5. COMPONENTS AND DESCRIPTION
6. BLOCK DIAGRAM
7. WORKING PROCEDURE
8. APPLICATION
9. ADVANTAGES AND DISADVANTAGES
10. LIST OF MATERIAL
11. COST ESTIMATION
12. CONCLUSION

BIBLIOGRAPHY
PHOTOGRAPHY

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Chapter-1
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SYNOPSIS
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CHAPTER-1
SYNOPSIS

This project work titled AUTO CLUTCH FOR AUTOMOBILE has been
conceived having studied the automatic clutch mechanism in vehicles.

Now the project has mainly concentrated on a suitable pneumatic control unit has
been designed for automatic clutch. The fabrication part of it has been considered with
almost case for its simplicity and economy, such that this can be accommodated as one of
the essential tools on automobile garages.
In our project, the switch is fixed below the braking pedal of the four wheeler. The
solenoid valve with pneumatic cylinder mechanism is used to pushing/pulling of the
clutch automatically, when the braking pedal is pressed (Full brake time or gear engaged
time).

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Chapter-2
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INTRODUCTION
--------------------------------------------------------------------------------CHAPTER-2
INTRODUCTION

We have pleasure in introducing our new project AUTO CLUTCH FOR

AUTOMOBILE, which is fully equipped by mechanical arrangement and Pneumatic
clutch engagement mechanism. It is a genuine project which is fully equipped and
designed for Automobile vehicles. This forms an integral part of best quality. This
product underwent strenuous test in our Automobile vehicles and it is good.

Car safety is the avoidance of automobile accidents or the minimization of

harmful effects of accidents, in particular as pertaining to human life and health. Special
safety features have been built into cars for years, some for the safety of car's occupants
only, and some for the safety of others.
This is an era of automation where it is broadly defined as replacement of manual
effort by mechanical power in all degrees of automation. The operation remains an

essential part of the system although with changing demands on physical input as the
degree of mechanization is increased.

Degrees of automation are of two types, viz.

Full automation.
Semi automation.

In semi automation a combination of manual effort and mechanical power is

required whereas in full automation human participation is very negligible.

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, pneumatics, robotics,

etc., of these sources, pneumatics form an attractive medium for low cost automation.
The main advantages of all pneumatic systems are economy and simplicity. Automation
plays an important role in mass production.

For mass production of the product, the machining operations decide the
sequence of machining. The machines designed for producing a particular product are

called transfer machines. The components must be moved automatically from the bins to
various machines sequentially and the final component can be placed separately for
packaging. Materials can also be repeatedly transferred from the moving conveyors to the
work place and vice versa.

Nowadays almost all the manufacturing process is being atomized in order to

deliver the products at a faster rate. The manufacturing operation is being atomized for
the following reasons.

To achieve mass production

To reduce man power

To increase the efficiency of the plant

To reduce the work load

To reduce the production cost

To reduce the production time

To reduce the material handling

To reduce the fatigue of workers

To achieve good product quality

Less Maintenance

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Chapter-3
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LIERATURE SURVEY
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CHAPTER-3
LITERATURE SURVEY

SAFETY SYSTEM:

The aim is to design and develop a control system based on pneumatic breaking
system of an intelligent electronically controlled automotive braking system. Based on
this model, control strategies such as an 'antilock braking system' (ABS) and improved
maneuverability via individual wheel braking are to be developed and evaluated.

There have been considerable advances in modern vehicle braking systems in

recent years. For example, electronically controlled ABS for emergency braking,
electronically controlled hydraulically actuated individual brake-by-wire (BBW) systems
for saloon cars and electronically controlled pneumatically actuated systems for heavy
goods vehicles. The work of recent years shall form the basis of a system design

approach to be implemented. The novelty of the proposed research programmed shall lie
in the design and evaluation of control systems for achieving individual wheel motion
control facilitated by BBW. In the case of BBW the brake pedal is detached from the
hydraulic system and replaced by a 'brake pedal simulator'. The simulator provides an
electrical signal for the electronic control system.

Preliminary modeling and simulation work considers a quarter cars initially

followed by a natural progression to the half car and full four wheel station cases. The
model is to be constructed in modular form thus allowing the replacement / interchange
of the various blocks and their associated technologies. Upon completion of the full
vehicle braking model, sensitivity analyses will be carried out. Once the preliminary
simulation model has been thoroughly benchmarked and existing control system
strategies evaluated, an audit of the technology used is to take place and this will provide
a basis for comparison of iterative technologies / techniques.

The final phase of the new modern vehicle shall include:

Development of improved ABS control systems

Development and assessment of an electro-hydraulic-BBW (EH-BBW) system

Individual wheel braking combined with traction control

Assessing sensor failure and fault tolerant control system design

Preliminary studies into an electrically actuated system

Re-engineering using simplified models.

PNEUMATICS

The word pneuma comes from Greek and means breather wind. The word
pneumatics is the study of air movement and its phenomena is derived from the word
pneuma. Today pneumatics is mainly understood to means the application of air as a
working medium in industry especially the driving and controlling of machines and
equipment.

Pneumatics has for some considerable time between used for carrying out the
simplest mechanical tasks in more recent times has played a more important role in the
development of pneumatic technology for automation.
Pneumatic systems operate on a supply of compressed air which must be made
available in sufficient quantity and at a pressure to suit the capacity of the system. When
the pneumatic system is being adopted for the first time, however it wills indeed the
necessary to deal with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using
reciprocating compressor. A compressor is a machine that takes in air, gas at a certain
pressure and delivered the air at a high pressure.

Compressor capacity is the actual quantity of air compressed and delivered and the
volume expressed is that of the air at intake conditions namely at atmosphere pressure
and normal ambient temperature.

The compressibility of the air was first investigated by Robert Boyle in 1962 and
that found that the product of pressure and volume of a particular quantity of gas.
The usual written as
PV = C

(or) PV = P2V2

In this equation the pressure is the absolute pressured which for free is about 14.7
Psi and is of courage capable of maintaining a column of mercury, nearly 30 inches high
in an ordinary barometer. Any gas can be used in pneumatic system but air is the mostly
used system now a days.

CHARACTERISTICS OF COMPRESSED AIR:

The greatest advantage of pneumatic system is the availability of working medium

free of cost and it plentiful. Compressed air can also be transported easily and can be
easily stored in a reservoir. Another notable advantage is the insensitiveness of
compressed air to temperature fluctuations. It ensures reliable operation even under
extreme conditions of temperature. Compressed air offers no risk of explosion; hence no
expensive protection cost is required. Compressed air is a very fast working medium
where speed and force are infinitely variable.

CHARACTERISTICS OF PNEUMATICS:
1. Compressibility
A pneumatic fluid is compressible. Compressibility plays a major role in the
actuation of piston, i.e., opening a valve does not move the piston immediately, rather
sufficient fluid must flow into the volume to increase the pressure until the force
overcomes that on the other side.

Compressibility is the energy storage of a fluid.

As it is possible to store

compressed fluids and transport them, pneumatics has the advantage of transportability.
Another advantage of the energy storage capacity is the small compressor charging a tank
can supply a system having high peak loads but small average loads.

2. Leakage Sealing Problems

Several methods are used to minimize leakage. One is to use a low operating
pressure. Another method to prevent leakage is sealing. Good sliding and rotating
sealing are to obtain in pneumatics is because of low viscosity of the fluids Diaphragms
and bellows are used to avoid sliding seats.

3. Low Viscosity:

A highly uncounted problem due to low viscosity is that of sealing. They provide
less viscous damping due to low viscosity hence sliding parts wear considerably. This
adds the necessity for external sources of lubrication.

Another problem is that the pneumatic cylinder should be thinner enough to

maintain a laminar flow inside.

1. Low Density

Fluids especially gases are usually of low density. Low density fluids require
large mechanical work and more time for high pressure build up.

2. Wide Range of Temperatures

The limitations often may lead to a view point that the use of pneumatic
equipment is coupled with high cost. It is proved to be false, however, since a calculation
of production cost includes not only the power cost but also all other compared with
wages, installation cost, and maintenance cost that they are insignificant.

3.3. ADVANTAGES OF PNEUMATIC SYSTEM OVER OTHER SYSTEM:

1. Output power of the pneumatic system can be easily controlled

2. Pneumatic system is not affected by over loading
3. The pneumatic system can be used at various working temperature
4. Air can be easily distributed through pipelines over very long distances
5. Pneumatic enables high working speeds
6. It is a maintenance free system

7. Pneumatic enables the application of force very gently which is not only beneficial
to pneumatic components but also the equipment which they are installed.
8. The working fluid which is stored in the storage tank can be taken through number
of lines which eliminates the use of individual power sources say electric motor
and many other machine parts.

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Chapter-4
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CLUTCH AND ITS OPERATION

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CHAPTER-4
CLUTCH AND ITS OPERATION

INTRODUCTION

The power developed inside the engine cylinder is ultimately aimed to turn the
wheels so that the motor vehicle can move on the road. The reciprocating motion of the
piston turns a crankshaft rotating the flywheel through the connecting rod. The circular
motion of the crankshaft is now to be transmitted through the clutch, gearbox, universal
joints, propeller shaft or drive shaft, differential and axles extending to the wheels. The
application of the engine power to the driving wheels though all these pats are called
power transmission. The power transmission system is usually the same on all-modern
passenger cars and trucks, but its arrangement may vary according to the method of drive
and type of the transmission units.

The motion of the crankshaft is transmitted through the clutch to the gearbox or
transmission, which consists of a set of gears to change the speed. From gearbox, the
motion is transmitted to propeller shaft through the universal joint and then to the
differential through another universal joint. Universal joint is used where the two rotating
two shafts are connected at an angle for power transmission.

Finally, the power is transmitted to the rear wheels through the rear axles. The
differential provides the relative motion to the two rear wheels while the vehicle is taking
a turn. Thus, the power developed inside the cylinder is transmitted to the rear wheels
through a system of transmission.

The vehicles which have front wheel drives in addition to the rear wheel include a
second set of propeller shafts, universal joints, final drives and differentials for the front
units.

CLUTCH AND ITS FUNCTION:-

Clutch is a device used in the transmission system of a motor vehicle to engage

and disengage the engine to the transmission. Thus, the clutch is located between the
engine and the transmission. When the clutch is engaged, the power flows from the
engine to the rear wheels through the transmission system and the vehicle moves.

When the clutch is disengaged, the power is not transmitted to the rear wheels and
the vehicle stops while the engine is still running. The clutch is disengaged when starting
the engine, when shifting the gears, when stopping the vehicle and when idling the
engine.

The clutch is engaged only the vehicle is to move and is kept engaged when the
vehicle is moving. The clutch also permits the gradual taking up of the load. When
properly operated, it prevents jerky motion of the vehicle and thus avoids putting undue
strain on the remaining parts of the power transmission system.

PRINCIPLES OF OPERATION:

The clutch works on the principles of friction. When two friction surfaces are
brought in contact with each other and pressed they are united due to the friction between
them. If now one is revolved, the other will also revolve. The friction between the two
surfaces is pressure applied upon them and co-efficient of friction of the surface
materials. The two surfaces can be separated and brought into contact when required. One
surface is considered as driving member and the other as driven member. The driving
member is kept rotating.

When the driven member is brought into contact with the driving member, it also
starts rotating. When the driven member is separated from the driving member it does not
revolve. This is the principle on which a clutch operates. The friction surface of the clutch
are so designed that the driven number slips on the driving member when the pressure is
first applied.

As pressure increases the driven member is brought gradually to the speed of the
driving member. When the speed of the members become equal, there is no slip, the two
members are in firm contact and the clutch is said to be fully engaged.

The driving member of a clutch is the flywheel mounted on the crankshaft, the
driven member is the pressure plate mounted on the transmission shaft. Friction surfaces
(clutch plates) are between the two members. When the clutch is engaged, the engine is
connected to the transmission and the power flows from the engine to the rear wheels
through the transmission system. When pressing a clutch pedal disengages the clutch, the
engine is disconnected to the transmission. Thus, the power does not flow to the rear
wheels while the engine is still running.

REQUIREMENTS OF A CLUTCH

1.

Torque transmission. The clutch should be able to transmit maximum torque of the
engine.

2.

Gradual engagement. The clutch should engage gradually to avoid sudden jerks.

3.

Dynamic balancing. The clutch should be able to dissipate large amount of heat,
which is generated during the clutch operation due to friction.

4.

Dynamic balancing. The clutch should be dynamically balanced. This is

particularly required in the case of high speed engine clutches.

5.

Vibration damping. The clutch should have suitable mechanism to damp vibrations
and to eliminate noise produced during the power transmission.

6.

Size. The clutch should be as small as possible in size that it will occupy minimum
space.

7.

Free pedal play. The clutch should have free pedal play in order to reduce effective
clamping load on the carbon bearing and wear on it.

8.

Easy in operation. The clutch should be easy to operate requiring as little extortion
as possible on the part of the driver.

9.

Lightness. The driven number of the clutch should be made as light as possible so
that it will not continue to rotate for any length of time after the clutch has been
disengaged.

MAIN PARTS OF A CLUTCH

The main pats of a clutch are divided into three groups:

1.

Driving members.

2.

Driven members.

3.

Operating members.

The driving members consist of a flywheel mounted on the engine crankshaft. The
flywheel is bolted to a cover, which carries a pressure plate or driving disc, pressure
springs and releasing levers. Thus the entire assembly of the flywheel and the cover rotate
all the times. The clutch housing and the cover provided with openings dissipate the heat
generated by the friction during the clutch operation.

The driven member consists of a disc or plate, called the clutch plate. It is free to
slide lengthwise on the splines of the clutch shaft it carriers friction materials on both of
its surfaces. When it is griped in between the flywheel and the pressure plate, it rotates
the clutch shaft through the splines.

The operating member consists of a foot pedal, linkage, and release or throws out
bearing, release levers and the spring necessary to insure the proper operation of the
clutch.

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Chapter-5
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COMPONENTS AND DESCRIPTION

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CHAPTER-5
COMPONENTS AND DESCRIPTION

SELECTION OF PNEUMATICS:
Mechanization is broadly defined as the replacement of manual effort by
mechanical power. Pneumatics is an attractive medium for low cost mechanization
particularly for sequential or repetitive operations. Many factories and plants already
have a compressed air system, which is capable of providing both the power or energy
requirements and the control system (although equally pneumatic control systems may be
economic and can be advantageously applied to other forms of power).

The main advantages of an all-pneumatic system are usually economy and

simplicity, the latter reducing maintenance to a low level. It can also have out standing
advantages in terms of safety.

COMPONENTS AND ITS DESCRIPTION

The Auto clutch for Automobile consists of the following components to fulfill
the requirements of complete operation of the machine.

1) PNEUMATIC SINGLE ACTING CYCLINDER

2) SOLENOID VALVE
3) FLOW CONTROL VALVE
4) WHEEL AND BRAKE ARRANGEMENT
5) PU CONNECTOR, REDUCER, HOSE COLLAR
6) STAND
7) SINGLE PHASE INDUCTION MOTOR WITH PULLEY

1) PNEUMATIC SINGLE ACTING CYLINDER:

Pneumatic cylinder consist of

A) PISTON

B) CYLINDER

The cylinder is a Single acting cylinder one, which means that the air pressure
operates forward and spring returns backward. The air from the compressor is passed
through the regulator which controls the pressure to required amount by adjusting its
knob.

A pressure gauge is attached to the regulator for showing the line pressure.
Then the compressed air is passed through the single acting 3/2 solenoid valve for
supplying the air to one side of the cylinder.

One hose take the output of the directional Control (Solenoid) valve and they are
attached to one end of the cylinder by means of connectors. One of the outputs from the
directional control valve is taken to the flow control valve from taken to the cylinder. The
hose is attached to each component of pneumatic system only by connectors.

CYLINDER TECHNICAL DATA:

Piston Rod:
M.S. hard Chrome plated
Seals:
Nitrile (Buna N) Elastomer
End Covers:
Cast iron graded fine grained from 25mm to 300mm
Piston:
-Aluminium.

Media:
-Air.
Temperature Range:
0^c to 85^c

Parts of Pneumatic Cylinder

Piston:

The piston is a cylindrical member of certain length which reciprocates inside the
cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter
and it is fitted to the top of the piston rod. It is one of the important parts which convert
the pressure energy into mechanical power.

The piston is equipped with a ring suitably proportioned and it is relatively soft
rubber which is capable of providing good sealing with low friction at the operating
pressure. The purpose of piston is to provide means of conveying the pressure of air
inside the cylinder to the piston of the oil cylinder.

Generally piston is made up of

 Aluminium alloy-light and medium work.

Brass or bronze or CI-Heavy duty.

The piston is single acting spring returned type. The piston moves forward when
the high-pressure air is turned from the right side of cylinder.

The piston moves backward when the solenoid valve is in OFF condition. The
piston should be as strong and rigid as possible. The efficiency and economy of the
machine primarily depends on the working of the piston. It must operate in the cylinder
with a minimum of friction and should be able to withstand the high compressor force
developed in the cylinder and also the shock load during operation.

The piston should posses the following qualities.

a. The movement of the piston not creates much noise.

b. It should be frictionless.
c. It should withstand high pressure.

Piston Rod

The piston rod is circular in cross section. It connects piston with piston of other
cylinder. The piston rod is made of mild steel ground and polished. A high finish is
essential on the outer rod surface to minimize wear on the rod seals. The piston rod is
connected to the piston by mechanical fastening. The piston and the piston rod can be
separated if necessary.

One end of the piston rod is connected to the bottom of the piston. The other end
of the piston rod is connected to the other piston rod by means of coupling. The piston
transmits the working force to the oil cylinder through the piston rod. The piston rod is
designed to withstand the high compressive force. It should avoid bending and withstand
shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the
bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air
from the bottom of the cylinder while the rod reciprocates through it.

Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor
and act on the pinion. The cylinder is thus closed by the cover plates on both the ends
such that there is no leakage of air. An inlet port is provided on the top cover plate and an
outlet ports on the bottom cover plate. There is also a hole drilled for the movement of
the piston.

The cylinder cover plate protects the cylinder from dust and other particle and
maintains the same pressure that is taken from the compressor. The flange has to hold the
piston in both of its extreme positions. The piston hits the top plat during the return
stroke and hits the bottom plate during end of forward stroke. So the cover plates must
be strong enough to withstand the load.
Cylinder Mounting Plates:
It is attached to the cylinder cover plates and also to the carriage with the help of
L bends and bolts.
Cylinder Tube Materials:
LIGHT DUTY

MEDIUM DUTY

HEAVY DUTY

1. Plastic

Hard drawn brass tube

hard drawn brass tube.

2. Hard drawn

Aluminium

Hard drawn steel tube

Aluminium tube

Castings

tube.

3. Hard drawn

Brass, Bronze, Iron or

Brass tube

Castings, welded steel tube

End Cover Materials:

LIGHT DUTY

1. Aluminium stock

MEDIUM DUTY

Aluminium stock

HEAVY DUTY

Hard tensile

(Fabricated)

(Fabricated)

2. Brass stock

Castings

Brass stock

(Fabricated)

(Fabricated)

3. Aluminium

Aluminium, Brass,

Castings

iron or steel Castings.

Piston Materials:
LIGHT DUTY
1.Aluminium

MEDIUM DUTY
Aluminium Castings

HEAVY DUTY
Aluminium Forgings,

Brass (Fabricated)
Bronze (Fabricated)
Iron and Steel

Aluminium Castings.
Bronze (Fabricated)
Brass, Bronze, Iron or

Castings

Steel Castings.

LIGHT DUTY
1. Aluminium

MEDIUM DUTY
Aluminium, Brass

HEAVY DUTY
High Tensile

Castings
2. Light Alloy

And Steel Castings

Steel Castings
High Tensile

Castings
2.
3.

Mount Materials:

(Fabricated)

Steel Fabrication

Piston Rod Materials:

MATERIAL

FINISH

REMARKS

MILD STEEL

Ground and polished hardened,

Generally preferred chrome

STAINLESS STEEL

ground and polished.

Ground and Polished

plated
Less scratch resistant than
chrome plated piston rod

2. SOLENOID VALVE WITH LIMIT SWITCH:

The directional valve is one of the important parts of a pneumatic system.

Commonly known as DCV, this valve is used to control the direction of air flow in the
pneumatic system. The directional valve does this by changing the position of its internal
movable parts.

This valve was selected for speedy operation and to reduce the manual effort and
also for the modification of the machine into automatic machine by means of using a
solenoid valve. A solenoid is an electrical device that converts electrical energy into
straight line motion and force. These are also used to operate a mechanical operation
which in turn operates the valve mechanism. Solenoids may be push type or pull type.
The push type solenoid is one in which the plunger is pushed when the solenoid is
energized electrically. The pull type solenoid is one is which the plunger is pulled when
the solenoid is energized.

The name of the parts of the solenoid should be learned so that they can be
recognized when called upon to make repairs, to do service work or to install them.

Parts of a Solenoid Valve

1. Coil
The solenoid coil is made of copper wire. The layers of wire are separated by
insulating layer. The entire solenoid coil is covered with an varnish that is not affected by
solvents, moisture, cutting oil or often fluids. Coils are rated in various voltages such as
115 volts AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24
Volts DC, 115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50
Hz to 60 Hz.

2. Frame
The solenoid frame serves several purposes. Since it is made of laminated sheets,
it is magnetized when the current passes through the coil. The magnetized coil attracts
the metal plunger to move. The frame has provisions for attaching the mounting. They
are usually bolted or welded to the frame. The frame has provisions for receivers, the
plunger. The wear strips are mounted to the solenoid frame, and are made of materials
such as metal or impregnated less fiber cloth.

3. Solenoid Plunger

The Solenoid plunger is the mover mechanism of the solenoid. The plunger is
made of steel laminations which are riveted together under high pressure, so that there
will be no movement of the lamination with respect to one another. At the top of the
plunger a pin hole is placed for making a connection to some device. The solenoid
plunger is moved by a magnetic force in one direction and is usually returned by spring
action. Solenoid operated valves are usually provided with cover over either the solenoid
or the entire valve. This protects the solenoid from dirt and other foreign matter, and
protects the actuator.

In many applications it is necessary to use explosion proof

solenoids.

WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE:

The control valve is used to control the flow direction is called cut off valve or
solenoid valve. This solenoid cut off valve is controlled by the limit switch which is
activating at the time of full brake or gear engagement. The 3/2 Single acting solenoid

valve is having one inlet port, one outlet port and one exhaust port. The solenoid valve
consists of electromagnetic coil, stem and spring. The air enters to the pneumatic single
acting solenoid valve when the electromagnetic coil gets energised condition.

Technical Data:
Size

Pressure

: 0 to 7 kg / cm2

Media

: Air

Type

Applied Voltage

: 230V A.C

Frequency

: 50 Hz

3/2

3. FLOW CONTROL VALVE:

1. Technical Data:
Size

Pressure

: 0 to 10 kg / cm2

Media

: Air
(b) Purpose:

This valve is used to speed up the piston movement and also it acts as an one way
restriction valve which means that the air can pass through only one way and it cant
return back. By using this valve the time consumption is reduced because of the faster
movement of the piston.

5. WHEEL AND BRAKING ARRANGEMENT:

The simple wheel and braking arrangement is fixed to the frame stand. The wheel is
rotated by the single phase induction motor. The brake liver is connected to the brake
pedal by the brake wire.

6. PU CONNECTIORS, REDUCER AND HOSECOLLAR:

In our pneumatic system there are two types of connectors used; one is the hose
connector and the other is the reducer. Hose connectors normally comprise an adapter
(connector) hose nipple and cap nut. These types of connectors are made up of brass or
Aluminium or hardened steel. Reducers are used to provide inter connection between two
pipes or hoses of different sizes.

They may be fitted straight, tee, V or other

configurations. These reducers are made up of gunmetal or other materials like hardened
steel etc.
6. STAND:
This is a supporting frame and made up of mild steel.
7. SINGLE PHASE INDUCTION MOTOR WITH PULLEY:-

This is used to drive the wheel by using two pulleys with belt drive mechanism.

Single-Phase Theory
Because it has but a single alternating current source, a single-phase motor can
only produce an alternating field: one that pulls first in one direction, then in the opposite
as the polarity of the field switches. A squirrel-cage rotor placed in this field would
merely twitch, since there would be no moment upon it. If pushed in one direction,
however, it would spin.

The major distinction between the different types of single-phase AC motors is

how they go about starting the rotor in a particular direction such that the alternating field
will produce rotary motion in the desired direction. This is usually done by some device
that introduces a phase-shifted magnetic field on one side of the rotor.
The figure the performance curves of the four major types of single-phase AC
motors. They are described below.

1. Split-Phase Motors:
The split phase motor achieves its starting capability by having two separate
windings wound in the stator. The two windings are separated from each other. One
winding is used only for starting and it is wound with a smaller wire size having higher
electrical resistance than the main windings. From the rotor's point of view, this time
delay coupled with the physical location of the starting winding produces a field that
appears to rotate. The apparent rotation causes the motor to start.

A centrifugal switch is used to disconnect the starting winding when the motor
reaches approximately 75% of rated speed. The motor then continues to run on the basis
of normal induction motor principles.

2. Capacitor-Start Motors
Capacitor start motors form the largest single grouping of general purpose single
phase motors. These motors are available in a range of sizes from fractional through 3HP.
The winding and centrifugal switch arrangement is very similar to that used in a
split phase motor. The main difference being that the starting winding does not have to
have high resistance. In the case of a capacitor start motor, a specialized capacitor is
utilized in a series with the starting winding.

The addition of this capacitor produces a slight time delay between the
magnetization of starting poles and the running poles. Thus the appearance of a rotating
field exists. When the motor approaches running speed, the starting switch opens and the
motor continues to run in the normal induction motor mode.
This moderately priced motor produces relatively high starting torque, 225 to
400% of full load torque. The capacitor start motor is ideally suited for hard to start loads
such as conveyors, air compressors and refrigeration compressors. Due to its general
overall desirable characteristics, it also is used for many applications where high starting
torque may not be required.

The capacitor start motor can usually be recognized by the bulbous protrusion on
the frame where the starting capacitor is located.

Permanent-Split Capacitor Motors

The
capacitor

of

this

motor is left in
series
starting

with

the

winding

during normal operation. The starting torque is quite low, roughly 40% of full-load, so
low-inertia loads such as fans and blowers make common applications. Running

performance and speed regulation can be tailored by selecting an appropriate capacitor

value. No centrifugal switch is required.

---------------------------------------------------------------------------------------

Chapter-6
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

BLOCK DIAGRAM
--------------------------------------------------------------------------------CHAPTER-6
BLOCK DIAGRAM

FULL BRALE TIME

LIMIT
SWITCH
GEAR
ENGAGE
MENT

FLOW
CONTROL
VANVE

SOLINOID
VALVE

PNEUMATIC
CYLINDER

CLUTCH
PEDAL

AIR TANK
(COMPRESSOR)

---------------------------------------------------------------------------------------

Chapter-7
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

WORKING OPERATION
---------------------------------------------------------------------------------

CHAPTER-7
WORKING OPERATION

The push button switch is fixed bellow the brake pedal. The limit switch is
activated at the time of full brake or gear engagement. The air tank contains the
compressed air already filled. The switch was ON at the time of full brake or clutch
engagement, the solenoid valve was activated. The solenoid valve stem is open, the
compressed air flow from the air tank to the flow control valve.

The compressed air flow is controlled by the valve is called FLOW

CONTROL VALVE. This air flow is already set. Then the compressed air goes to the
pneumatic cylinder. The pneumatic cylinder piston moves forward at the time of
compressed air inlet to the cylinder.

The pneumatic cylinder moves towards the clutch arrangement. Then the
clutch pedal is activated, so that the clutch was engaged. The brake pedal is releasing
time, the pneumatic cylinder piston moves backward due to spring action (Pneumatic
single acting cylinder).

PNEUMATIC CYLINDER
Design of Piston rod:
Load due to air Pressure.

Diameter of the Piston (d)

35 mm

Pressure acting (p)

6 kgf/cm

Material used for rod

C 45

Yield stress (y)

36 kgf/mm

Assuming factor of safety

Force acting on the rod (P) =

Design Stress(y)

Pressure x Area

p x (d / 4)

6 x {( x 3.5 ) / 4 }

57.73 Kgf

y / F0 S

36 / 2

8 Kgf/mm

P / ( d / 4 )

4 p / [ y ]

4 x 57.73 / { x 18}

4.02

= 2.02 mm

Minimum diameter of rod required for the load

2.02 mm

We assume diameter of the rod

12.5 mm

Design of cylinder thickness:

Material used

Cast iron

Assuming internal diameter of the cylinder

35 mm

Ultimate tensile stress

250 N/mm

Working Stress

Ultimate tensile stress / factor of safety

2500 / 4

ri { (ft + p) / (ft p ) -1 }

Assuming factor of safety

Working stress ( ft )

2500 gf/mm

625 Kgf/cm

According to LAMES EQUATION

Minimum thickness of cylinder ( t )

Where,
ri

inner radius of cylinder in cm.

ft

Working stress (Kgf/cm)

Working pressure in Kgf/cm

Substituting values we get,

t

1.75 { (625 + 6) / ( 625 6) -1}

0.0168 cm

0.17 mm

We assume thickness of cylinder

2.5 mm

Inner diameter of barrel

35 mm

Outer diameter of barrel

35 + 2t

35 + ( 2 x 2.5 ) =

40 mm

Pressure x area =

p x /4 (d)

6 x ( / 4) x (3.5)

57.73 Kgf

(/4) (dp) x ft

Design of Piston rod:

Diameter of Piston Rod:
Force of piston Rod (P)

Also, force on piston rod (P)

P

(/4) x (dp) x 625

57.73

(/4) x (dp) x 625

dp

57.73 x (4/) x (1/625)

0.12

0.34 cm

12.5 mm

dp

By standardizing dp

3.4 mm

Length of piston rod:

Approach stroke

50 mm

Length of threads

2 x 20 =

40mm

Extra length due to front cover

12 mm

Extra length of accommodate head

20 mm

Total length of the piston rod

50 + 40 + 12 + 20

122 mm

130 mm

By standardizing, length of the piston rod

SPECIFICATION
1. Single acting pneumatic cylinder
Technical Data
Stroke length

Cylinder stoker length 170 mm

Quantity

Seals

Nitride (Buna-N) Elastomer

End cones

Cast iron

Piston

EN 8

Media

Air

Temperature

0-80 C

Pressure Range

8 N/m

2. 3/2 solenoid valve:-

Technical Data:
Size

Pressure

: 0 to 8 kg / cm2

Media

: Air

Type

Applied Voltage

: 230V A.C

Frequency

: 50 Hz

3/2

3. Flow control Valve

Technical Data
Port size

0.635 x 10 m

Pressure

0-8 x 10 N/m

Media

Air

Quantity

4. Connectors
Technical data

Max working pressure

10 x 10 N/m

Temperature

0-100 C

Fluid media

Air

Material

Brass

5. Hoses
Technical date

Max pressure

10 x 10 N/m

Outer diameter

6 mm = 6 x 10 m

Inner diameter

3.5 mm = 3.5 x 10 m

---------------------------------------------------------------------------------------

Chapter-8
---------------------------------------------------------------------------------------

--------------------------------------------------------------------------------------

APPLICATIONS
-------------------------------------------------------------------------------------

CHAPTER-8
APPLICATIONS

It is very much useful for Car Owners & Auto-garages.

Thus it can be useful for the following types of vehicles;
1) MARUTI,
2) AMBASSADOR,
3) FIAT,
4) MAHINDRA,
5) TATA

---------------------------------------------------------------------------------------

Chapter-9
---------------------------------------------------------------------------------------

--------------------------------------------------------------------------------------

ADVANTAGES & DISADVANTAGES

-------------------------------------------------------------------------------------

CHAPTER-9
ADVANTAGES AND DISADVANTAGES

ADVANTAGES

It requires simple maintenance cares

The safety system for automobile.
Checking and cleaning are easy, because of the main parts are screwed.
Easy to Handle.
Low cost automation Project
Repairing is easy.
Replacement of parts is easy.

DISADVANTAGES

Initial cost is high.

Air tank is required for this operation.

---------------------------------------------------------------------------------------

Chapter-10
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

LIST OF MATERIALS
---------------------------------------------------------------------------------

CHAPTER-10
LIST OF MATERIALS

Sl. No.
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x
xi

PARTS

Single Acting Pneumatic Cylinder

Flow Control Valve
Wheel
Solenoid Valve
Single Phase induction motor
Clutch pedal arrangement
Pulley
Polyethylene Tube
Hose Collar and Reducer
Stand (Frame)
Push Button

Qty.
1
1
1
1
1
1
2
1
1

---------------------------------------------------------------------------------------

Chapter-11
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

COST ESTIMATION
--------------------------------------------------------------------------------CHAPTER-11
COST ESTIMATION
1.
Sl. No.

MATERIAL COST:
PARTS

Qty.

Amount (Rs)

i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x
xi

Single Acting Pneumatic Cylinder

Flow Control Valve
Wheel
Solenoid Valve
Single Phase induction motor
Clutch pedal arrangement
Pulley
Polyethylene Tube
Hose Collar and Reducer
Stand (Frame)
Push Button

1
1
1
1
1
1
2
1
1

1450/1250/1800/1000/-

2. LABOUR COST
LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:
Cost =
3. OVERHEAD CHARGES

The overhead charges are arrived by Manufacturing cost

Manufacturing Cost =

Material Cost + Labour cost

=
=
Overhead Charges =
=

20% of the manufacturing cost

TOTAL COST
Total cost

Material Cost + Labour cost + Overhead Charges

=
=
Total cost for this project

---------------------------------------------------------------------------------------

Chapter-12
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

CONCLUSION
---------------------------------------------------------------------------------

CHAPTER-12
CONCLUSION

This project work has provided us an excellent opportunity and experience, to use
our limited knowledge. We gained a lot of practical knowledge regarding, planning,
purchasing, assembling and machining while doing this project work. We feel that the
project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully.
The AUTO CLUTCH FOR AUTOMOBILE is working with satisfactory conditions.
We are able to understand the difficulties in maintaining the tolerances and also quality.
We have done to our ability and skill making maximum use of available facilities.

In conclusion remarks of our project work, let us add a few more lines about our
impression project work. Thus we have developed an AUTO CLUTCH FOR
AUTOMOBILE which helps to know how to achieve low cost automation. The
application of pneumatics produces smooth operation. By using more techniques, they
can be modified and developed according to the applications.

---------------------------------------------------------------------------------

BIBLIOGRAPHY
---------------------------------------------------------------------------------

BIBLIOGRAPHY

1.

G.B.S. Narang, Automobile Engineering, Khanna Publishers, Delhi, 1991,

pp 671.

2.

William H. Crowse, Automobile Engineering.

3.

Donald. L. Anglin, Automobile Engineering.

4.

Pneumatic Control System----Stroll & Bernaud, Tata Mc Graw Hill

Publications, 1999.

5.

Pneumatic System----Majumdhar,

New Age India International (P) Ltd

Publishers, 1997.
6.

Automobile Engineering R.B.Gupta, SMT. Sumitra handa New Delhi

1997- 2005

Web sites:
www. Profc.udec.cl/~gabriel/tutorials.com
www.carsdirect.com/features/safetyflatures
www.hwysafety.org

---------------------------------------------------------------------------------

PHOTOGRAPHY
---------------------------------------------------------------------------------

PHOTOGRAPHY