AUTOMOBILE ENGINEERING

UNIT-II

CLUTCH

CLUTCH
An intermediate mechanism which is placed in between the flywheel and the gear
box for the purpose of allowing or discontinuing the power flow from engine to the
transmission system
REQUIREMENT OF A GOOD CLUTCH
Gradual engagement
Effortless operation
Size (minimum space)
Inertia and mass
Torque transmission (should not slip/full torque transmission)
Friction capability of clutch facing
Heat dissipation
Vibration damping
Dynamic balancing (statically and dynamically balanced)

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.
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.

GEARS

Necessity of Gear Box In An Automobile

The gear box is necessary in the transmission system to maintain engine speed at the most
economical value under all conditions of vehicle movement.
An ideal gear box would provide an infinite range of gear ratios, so that the engine speed
should be kept at or near that the maximum power is developed whatever the speed of the
vehicle.
Function of A Gear Box
Torque ratio between the engine and wheels to be varied for rapid acceleration and for
climbing gradients.
It provides means of reversal of vehicle motion.
Transmission can be disconnected from engine by neutral position of gear box
Selective Type Gear Box
It is the transmission in which any speed may be selected from the neutral position.
In this type of transmission neutral position has to be obtained before selecting any forward
or reverse gear.
Some selective type gear boxes are,
1. Sliding mesh gear box
2. Constant mesh gear box with positive dog clutch.
3. Constant mesh gear box with synchromesh device.
Sliding mesh gear box.

It is the simplest and oldest type of gear box.

1. The clutch gear is rigidly fixed to the clutch shaft.
2. The clutch gear always remains connected to the drive gear of countershaft.
3. The other lay shaft gears are also rigidly fixed with it.
4. Two gears are mounted on the main shaft and can be sliding by shifter yoke when shifter
is operated.
5. One gear is second & top speed gear and the other is the first and reverse speed gears. All
gears used are spur gears.
6. A reverse idler gear is mounted on another shaft and always remains connected to
reverse gear of counter shaft
FIRST GEAR
By operating gearshift lever, the larger gear on main shaft is made to slide and mesh with
first gear of countershaft.
The main shaft turns in the same direction as clutch shaft in the ratio of 3:1.
SECOND GEAR
By operating gear shaft lever, the smaller gear on the main shaft is made to slide and mesh
with second gear of counter shaft.
A gear reduction of approximately 2:1 is obtained.
TOP GEAR
By operating gearshift lever, the combined second speed gear and top speed gear is forced
axially against clutch shaft gear.
External teeth on clutch gear mesh with internal teeth on top gear and the gear ratio is 1:1.
REVERSE GEAR
By operating gearshift lever, the larger gear of main shaft is meshed with reverse idler gear.
The reverse idler gear is always on the mesh with counter shaft reverse gear. Interposing the
idler gear, between reverse and main shaft gear, the main shaft turns in a direction opposite
to clutch shaft.
NEUTRAL GEAR
When engine is running and the clutch is engaged, clutch shaft gear drives the drive gear of
the lay shaft and thus lay shaft also rotates. But the main shaft remains stationary as no
gears in main shaft are engaged with lay shaft gears.

Explanation about the constant mesh gearbox

In this type of gearbox, all the gears of the main shaft are in constant mesh with corresponding gears of
the countershaft.
The gears on the main shaft which are bushed are free to rotate.
The dog clutches are provided on main shaft. The gears on the lay shaft are, however, fixed. When the
left Dog clutch is slide to the left by means of the selector mechanism, its teeth are engaged with those
on the clutch gear and we get the direct gear
The same dog clutch, however, when slide to right makes contact with the second gear and second gear
is obtained. Similarly movement of the right dog clutch to the left results in low gear and towards right
in reverse gear. Usually the helical gears are used in constant mesh gearbox for smooth and noiseless
operation

Double declutching
1. Disengage clutch
2. Gear to neutral
3. Engage clutch
4. Increase speed of engine
5. Disengage clutch
6. Shift the clutch dog to lower gear
7. Engage clutch

Advantages
No need to use straight spur gear as gears are always in mesh.
Wear of dog teeth is reduced because all the teeth of dog clutch are involved unlike in the case of sliding
gear

Explanation about the synchromesh gearbox

This type of gearbox is similar to the constant mesh type gearbox. Instead of using dog clutches here
synchronizers are used. The modern cars use helical gears and synchromesh devices in gearboxes, that
synchronize the rotation of gears that are about to be meshed SYNCHRONIZERS This type of gearbox is
similar to the constant mesh type in that all the gears on the main shaft are in constant mesh with the
corresponding gears on the lay shaft. The gears on the lay shaft are fixed to it while those on the main
shaft are free to rotate on the same.
Its working is also similar to the constant mesh type, but in the former there is one definite
improvement over the latter. This is the provision of synchromesh device which avoids the necessity of
double-declutching. The parts that ultimately are to be engaged are first brought into frictional contact,

which equalizes their speed, after which these may be engaged smoothly.
Figure shows the
construction and working of a synchromesh gearbox. In most of the cars, however, the synchromesh
devices are not fitted to all the gears as is shown in this figure. They are fitted only on the high gears
and on the low and reverse gears ordinary dog clutches are only provided. This is done to reduce the
cost.
In figure is the engine shaft, Gears B, C, D, E are free on the main shaft and are always in mesh with
corresponding gears on the lay shaft. Thus all the gears on main shaft as well as on lay shaft continue to
rotate so long as shaft A is rotating. Members F1 and F2 are free to slide on splines on the main shaft.
G1 and G2 are ring shaped members having internal teeth fit onto the external teeth members F1 and
F2 respectively. K1 and K2 are dogteeth on B and D respectively and these also fit onto the teeth of G1
and G2. S1 and S2 are the forks. T1 and T2 are the balls supported by spring
These tend to prevent the sliding of members G1 (G2) on F1 (F2). However when the force applied on
G1 (G2) slides over F1 (F2). These are usually six of these balls symmetrically placed circumferentially in
one synchromesh device. M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces. To understand the
working of this gearbox, consider figure which shows in steps how the gears are engaged. For direct
gear, member G1 and hence member F1 (through spring- loaded balls) is slide towards left till cones M1
and M2 rub and friction makes their speed equal.
Further pushing the member G1 to left causes it to overdrive the balls and get engaged with dogs K1.
Now the drive to the main shaft is direct from B via F1 and the splines. However, if member G1 is
pushed too quickly so that there is not sufficient time for synchronization of speeds, a clash may result.
Likewise defect will arise in case springs supporting the balls T1 have become weak.
Similarly for second gear the members F1 and G1 are slide to the right so that finally the internal teeth
on G1 are engaged with L1. Then the drive to main shaft will be from B via U1, U2, C, F1 and splines.
For first gear, G2 and F2 are moved towards left. The drive will be from B via U1, U2, D, F2 and splines to
the main shaft. For reverse gear, G2 and F2 are slid towards right. In this case the drive will be from B
via U1, U2, U5, E, F2 and splines to the main shaft.

1) Impeller Pump The impeller pump is the outside half of the converter on the
transmission side of the weld line. Inside the impeller pump is a series of longitudinal
fins that drive the fluid around the outside diameter into the turbine because this
component is welded to the cover, which is bolted to the flexplate. The size of the
torque converter (and pump) and the number and shape of the fins all affect the
characteristics of the converter. If long torque converter life is an objective, it is
extremely important that the fins of the impeller pump are adequately reinforced against
fatigue
and
the
outside
housing
does
not
distort
under
stress.

2) Stator The stator can be described as the brain of the torque converter, although
it is not the sole determiner of converter function and characteristics. The stator, which
changes fluid flow between the turbine and pump, is what makes a torque converter a
torque converter (multiplier) and not strictly a fluid coupler. With the stator removed a
converter will retain none of its torque multiplying effect.

FOR THE STATOR TO FUNCTION PROPERLY, THE SPRAG MUST WORK AS DESIGNED:
It must hold the stator perfectly still (locked in place) while the converter is in stall mode (slow
relative turbine speed to the impeller pump speed).
It must allow the stator to spin with the rest of the converter after the turbine speed approaches the
pump speed. This allows for more efficient and less restrictive fluid flow. The sprag is a one-way
mechanical clutch set between two races that fits inside the stator while the inner race splines onto
the stator support of the transmission.

3) Turbine The turbine rides within the cover and is attached to the drivetrain via a
spline fit to the input shaft of the transmission. When the turbine moves, the car moves.

4) Cover The cover (also referred to as the front) is the outside half of the housing
toward the engine side from the weld line. The cover serves to attach the converter to
the flexplate (engine) and contains the fluid. While the cover is not actively involved in
the characteristics of performance, it is important that the cover remain rigid under
stress (torsional and thrust stress as well as the tremendous hydraulic pressure
generated by the torque converter internally).
Numerical

Numerical

A universal joint, is a joint or coupling in a rigid rod that allows the rod to 'bend'
in any direction, and is commonly used in shafts that transmit rotary motion. It
consists of a pair of hinges located close together, oriented at 90 to each other,
connected by a cross shaft. The universal joint is not a constant-velocity joint

Why the Differential gear is used?

Wheels receive power from the engine via a drive shaft. The wheels that
receive power and make the vehicle move forward are called the drive wheels.
The main function of the differential gear is to allow the drive wheels to turn
at different rpms while both receiving power from the engine.

Fig.1 Power from the engine is flowed to the wheels via a drive shaft

Consider these wheels, which are negotiating a turn. It is clear that the left
wheel has to travel a greater distance compared to the right wheel.

Fig.2 While taking a right turn the left wheel has to travel more distance; this means more speed to left wheel

This means that the left wheel has to rotate at a higher speed compared to the
right wheel. If these wheels were connected using a solid shaft, the wheels
would have to slip to accomplish the turn. This is exactly where a differential
comes in handy. The ingenious mechanism in a differential allows the left and
right wheels to turn at different rpms, while transferring power to both wheels.

Parts of a Differential
We will now learn how the differential achieves this in a step-by-step manner
using the simplest configuration. Power from the engine is transferred to the
ring gear through a pinion gear. The ring gear is connected to a spider gear.

Fig.3 Motion from the pinion gear is transferred to the spider gear

The spider gear lies at the heart of the differential, and special mention should
be made about its rotation. The spider gear is free to make 2 kinds of
rotations: one along with the ring gear (rotation) and the second on its own
axis (spin).

Fig.4 Spider gear is free to make 2 kinds of rotations

The spider gear is meshed with 2 side gears. You can see that both the spider
and side gears are bevel gears. Power flow from the drive shaft to the drive
wheels follows the following pattern. From the drive shaft power is transferred
to the pinion gear first, and since the pinion and ring gear are meshed, power
flows to the ring gear. As the spider gear is connected with the ring gear,
power flows to it. Finally from the spider gear, power gets transferred to both
the side gears.

Fig.5 The basic components of a standard differential

Differential Operation
Now lets see how the differential manages to rotate the side gears (drive
wheels) at different speeds as demanded by different driving scenarios.

The vehicle moves straight

In this case, the spider gear rotates along with the ring gear but does not
rotate on its own axis. So the spider gear will push and make both the side
gears turn, and both will turn at the same speed. In short, when the vehicle
moves straight, the spider-side gear assembly will move as a single solid unit.

Fig.6 While the vehicle moves straight, the spider gear does not spin; it pushes and rotate the side gears

The vehicle takes a right turn

Now consider the case when the vehicle is taking a right turn. The spider gear
plays a pivotal role in this case. Along with the rotation of the ring gear it
rotates on its own axis. So, the spider gear is has a combined rotation. The
effect of the combined rotation on the side gear is interesting.

Fig.7 To get peripheral velocity at left and right side of spider gear we have to consider both rotation and spin of it

When properly meshed, the side gear has to have the same peripheral velocity
as the spider gear. Technically speaking, both gears should have the same pitch
line velocity. When the spider gear is spinning as well as rotating, peripheral
velocity on the left side of spider gear is the sum of the spinning and rotational
velocities. But on the right side, it is the difference of the two, since the spin
velocity is in the opposite direction on this side. This fact is clearly depicted in
Fig.7. This means the left side gear will have higher speed compared to the
right side gear. This is the way the differential manages to turn left and right
wheels at different speeds.

The vehicle takes a left turn

While taking a left turn, the right wheel should rotate at a higher speed. By
comparing with the previous case, it is clear that, if the spider gear spins in the
opposite direction, the right side gear will have a higher speed.

Fig.8 While taking left turn the spider gear spins in opposite direction

Use of more Spider gears

In order to carry a greater load, one more spider gear is usually added. Note
that the spider gears should spin in opposite directions to have the proper gear
motion. A four-spider-gear arrangement is also used for vehicles with heavy
loads. In such cases, the spider gears are connected to ends of a cross bar, and
the spider gears are free to spin independently.

Fig.9 Double spider gear arrangement is usually used to carry more loads

Other functions of the Differential

Apart from allowing the wheels to rotate at different rpm differential has 2
more functions. First is speed reduction at the pinion-ring gear assembly. This
is achieved by using a ring gear which is having almost 4 to 5 times number of
teeth as that of the pinion gear. Such huge gear ratio will bring down the speed
of the ring gear in the same ratio. Since the power flow at the pinion and ring
gear are the same, such a speed reduction will result in a high torque
multiplication.
You can also note one specialty of the ring gear, they are hypoid gears. The
hypoid gears have more contact area compared to the other gear pairs and will
make sure that the gear operation is smooth.
The other function of the differential is to turn the power flow direction by 90
degree.

Drawback of a Standard Differential

The differential we have gone through so far is known as open or standard
differential. It is capable of turning the wheels at different rpm, but it has got
one major drawback. Consider a situation where one wheel of the vehicle is on
a surface with good traction and the other wheel on a slippery track.

Fig.10 A standard differential vehicle on different traction surfaces will not be able to move

In this case a standard differential will send the majority of the power to the
slippery wheel, so the vehicle wont be able to move. To overcome this
problem, Limited Slip Differentials are introduced.