Clutch

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For other uses, see Clutch (disambiguation).

Clutch for a drive shaft: The clutch disc (center) spins with the flywheel (left). To disengage,
the lever is pulled (black arrow), causing a white pressure plate (right) to disengage the green
clutch disc from turning the drive shaft, which turns within the thrust-bearing ring of the
lever. Never will all 3 rings connect, with no gaps.

Rear side of a Ford V6 engine, looking at the clutch housing on the flywheel
Single, dry, clutch friction disc. The splined hub is attached to the disc with springs to damp
chatter.

A clutch is a mechanical device which provides for the transmission of power (and therefore
usually motion) from one component (the driving member) to another (the driven member).
The opposite component of the clutch is the brake.

Clutches are used whenever the ability to limit 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.
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 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).

The rest of this article is dedicated to discussions surrounding types of clutches, their
applications, and similarities and differences of such.

Contents
[hide]

 1 Friction Clutches
o 1.1 Multiple plate clutch
o 1.2 Wet vs. dry
o 1.3 Centrifugal
o 1.4 Cone clutch
o 1.5 Torque limiter
 2 Major Types of Clutches by Application
o 2.1 Vehicular (General)
  2.1.1 Automobile Powertrain
 2.1.2 Motorcycles
 2.1.3 Automobile Non-powertrain
 3 Other General Clutches and Example Applications
o 3.1 Specialty Clutches/Applications
 4 See also
 5 External links

[edit] Friction Clutches

Friction clutches are by far the most well-known type of clutches.

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 0.35ų for organic
and 0.25ų 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 Type" depending 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. They are usually around $120
dollars (£77 pounds) but different car manufactures vary. Clutch pads usually last about
100,000 miles, 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 33KN (33,000N) is normal for a single plate 430.
The 400 Twin application offers a clamp load of a mere 23KN (23,000N). Bursts speeds are
typically around 5,000rpm 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.

[edit] 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, Indy car, 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.

[edit] 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 disks can compensate for the lower
coefficient of friction and so eliminate slippage under power when fully engaged.

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

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

[edit] Centrifugal

Some vehicles such as mopeds use a centrifugal clutch. 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. See Saxomat and Variomatic.

[edit] Cone clutch

Distinguished by 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 created more pressure on the mating
surfaces.

[edit] Torque limiter

AKA 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 "slip" or "give" 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. (Motors had high stall
torque.)

Carefully-designed types disengage (but continue to transmit 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 (discussed briefly later) is the most well-
known.

[edit] Major Types of Clutches by Application

[edit] Vehicular (General)

There are different designs of vehicle clutch but most are based on one or more friction discs
pressed tightly together or against a flywheel using springs. The friction material varies in
composition depending on many considerations such as whether the clutch is "dry" or "wet".
Friction discs once contained asbestos but this has been largely eliminated. Clutches found in
heavy duty applications such as trucks and competition cars use ceramic clutches that have a
greatly increased friction coefficient. However, these have a "grabby" action generally
considered unsuitable for passenger cars. The spring pressure is released when the clutch
pedal is depressed thus either pushing or pulling the diaphragm of the pressure plate,
depending on type. However, raising the engine speed too high while engaging the clutch will
cause excessive clutch plate wear. Engaging the clutch abruptly when the engine is turning at
high speed causes a harsh, jerky start. This kind of start is necessary and desirable in drag
racing and other competitions, where speed is more important than comfort.

[edit] Automobile Powertrain

This plastic pilot shaft guide tool is used to align the clutch disk as the spring-loaded pressure
plate is installed. The transmission's drive splines and pilot shaft have a complementary
shape. A number of such devices fit various makes and models of drivetrains
In a modern car with a manual transmission the clutch is operated by the left-most pedal
using a hydraulic or cable connection from the pedal to the clutch mechanism. On older cars
the clutch might be operated by a mechanical linkage. Even though the clutch may physically
be located very close to the pedal, such remote means of actuation are necessary to eliminate
the effect of vibrations and slight engine movement, engine mountings being flexible by
design. With a rigid mechanical linkage, smooth engagement would be near-impossible
because engine movement inevitably occurs as the drive is "taken up." No pressure on the
pedal means that the clutch plates are engaged (driving), while pressing the pedal disengages
the clutch plates, allowing the driver to shift gears or coast.

[edit] Motorcycles

Motorcycles typically employ a wet clutch with the clutch riding in the same oil as the
transmission. These clutches are usually made up of a stack of alternating plain steel and
friction plates. Some of the plates have lugs on their inner diameters locking them to the
engine crankshaft, while the other plates have lugs on their outer diameters that lock them to
a basket which turns the transmission input shaft. The plates are forced together by a set of
coil springs or a diaphragm spring plate when the clutch is engaged.

On most motorcycles the clutch is operated by the clutch lever located on the left
handlebar. No pressure on the lever means that the clutch plates are engaged
(driving), while pulling the lever back towards the rider will disengage the clutch
plates through cable or hydraulic actuation, allowing the rider to shift gears or coast.
Racing motorcycles often use slipper clutches to eliminate the effects of engine
braking which, being applied only to the rear wheel, can lead to instability.

[edit] Automobile Non-powertrain

There are other clutches found in a car. For example, a belt-driven engine cooling fan may
have a clutch that is heat-activated. The driving and driven members are separated by a
silicone-based fluid and a valve controlled by a bimetallic spring. When the temperature is
low, the spring winds and closes the valve, which allows the fan to spin at about 20% to 30%
of the shaft speed. As the temperature of the spring rises, it unwinds and opens the valve,
allowing fluid past the valve which allows the fan to spin at about 60% to 90% of shaft speed.

Other clutches such as for an air conditioning compressor electronically engaged clutches
using magnetic force to couple the driving member to the driven member.

[edit] Other General Clutches and Example Applications

 Dog clutches: Utilization in automobile manual transmissions mentioned above.
Positive engagement, non-slip. Typically used where slipping is not acceptable.
Partial engagement under any significant load tends to be destructive.

 Hydraulic clutch: The driving and driven members are not in physical contact;
coupling is hydrodynamic.

 Electromagnetic clutch: Typically a clutch that is engaged by an electromagnet that is

an integral part of the clutch assembly.
 However, magnetic particle clutches have magnetically influenced particles contained
in a chamber between driving and driven members which upon application of direct
current causes the particles to clump together and adhere to the operating surfaces.
Engagement and slippage are notably smooth.

 Overrunning clutch or freewheel: If some external force makes the driven member
rotate faster than the driver, the clutch effectively disengages.

Examples include:
This was essential for the operation of Borg-Warner Overdrive transmissions in cars;
Typical bicycles have these so that the rider can stop pedaling and coast;
Another application includes an oscillating member where this clutch can then
convert the oscillations into intermittent linear or rotational motion of the
complimentary member;
Still others use ratchets with the pawl mounted on a moving member;
The winding knob of a camera employs a (silent) wrap-spring type as a clutch in
winding and as a brake in preventing it from being turned backwards.

 Wrap-spring clutches: These have a helical spring wound with square-cross-section

wire. In simple form the spring is fastened at one end to the driven member; its other
end is unattached. The spring fits closely around a cylindrical driving member. If the
driving member rotates in the direction that would unwind the spring the spring
expands minutely and slips although with some drag. Rotating the driving member the
other way makes the spring wrap itself tightly around the driving surface and the
clutch locks up.

[edit] Specialty Clutches/Applications

 Single-revolution clutch: When inactive it is disengaged and the driven member is

stationary. When "tripped", it locks up solidly (typically in milliseconds or tens of ms)
and rotates the driven member just one full turn. If the trip mechanism is operated
when the clutch would otherwise disengage the clutch remains engaged. Variants
include half-revolution (and other fractional-revolution) types. These were an
essential part of printing telegraphs such as the Teletype page printers, as well as
electric typewriters, notably the IBM Selectric. They were also found in motor-driven
mechanical calculators; the Marchant had several of them. They are also used in farm
machinery and industry. Typically, these were a variety of dog clutch.

Single-revolution clutches in teleprinters were of this type. Basically the spring was
kept expanded (details below) and mostly out of contact with the driving sleeve, but
nevertheless close to it. One end of the spring was attached to a sleeve surrounding
the spring. The other end of the spring was attached to the driven member inside
which the drive shaft could rotate freely. The sleeve had a projecting tooth, like a
ratchet tooth. A spring-loaded pawl pressed against the sleeve and kept it from
rotating. The wrap spring's torque kept the sleeve's tooth pressing against the pawl.
To engage the clutch, an electromagnet attracted the pawl away from the sleeve. The
wrap spring's torque rotated the sleeve which permitted the spring to contract and
wrap tightly around the driving sleeve. Load torque tightened the wrap so it did not
slip once engaged. If the pawl were held away from the sleeve the clutch would
continue to drive the load without slipping.
 When the clutch was to disengage power was disconnected from the electromagnet
and the pawl moved close to the sleeve. When the sleeve's tooth contacted the pawl
the sleeve and the load's inertia unwrapped the spring to disengage the clutch.
Considering that the drive motors in some of these (such as teleprinters for news wire
services) ran 24 hours a day for years the spring could not be allowed to stay in close
contact with the driving cylinder; wear would be excessive. The other end of the
spring was fastened to a thick disc attached to the driven member. When the clutch
locked up the driven mechanism coasted and its inertia rotated the disc until a tooth
on it engaged a pawl that kept it from reversing. Together with the restraint at the
other end of the spring created by the trip pawl and sleeve tooth, this kept the spring
expanded to minimize contact with the driving cylinder.
These clutches were lubricated with conventional oil but the wrap was so effective
that the lubricant did not defeat the grip.
These clutches had long operating lives cycling for tens, maybe hundreds of millions
of cycles without need of maintenance other than occasional lubrication with
recommended oil.

 "Cascaded-Pawl" single-revolution clutches: These superseded wrap-spring single-

revolution clutches in page printers (such as teleprinters) including the Model 28
Teletype (and its successors using the same design principles). As well, the IBM
Selectric typewriter had several of them.

These were typically disc-shaped assemblies mounted on the drive shaft. Inside the
hollow disc-shaped housing were two or three freely-floating pawls arranged so that
when the clutch was tripped, the load torque on the first pawl to engage created force
to keep the second pawl engaged, which in turn kept the third one engaged. The
clutch did not slip once locked up. This sequence happened quite fast, on the order of
milliseconds.
The first pawl had a projection that engaged a trip lever. If the lever engaged the pawl
the clutch was disengaged. When the trip lever moved out of the way the first pawl
engaged, creating the cascaded lockup just described. As the clutch rotated it would
stay locked up if the trip lever were out of the way, but if the trip lever engaged the
clutch would quickly unlock.

 "Kickback" clutch-brakes:

These mechanisms were found in some types of synchronous-motor-driven electric

clocks. Many different types of synchronous clock motors were used, including the
pre-World War II Hammond manual-start clocks. Some types of self-starting
synchronous motors always started when power was applied, but in detail, their
behavior was chaotic and they were equally likely to start rotating in the wrong
direction.
Coupled to the rotor by one (or possibly two) stages of reduction gearing was a wrap-
spring clutch-brake. The spring did not rotate. One end was fixed; the other was free.
It rode freely but closely on the rotating member, part of the clock's gear train. The
clutch-brake locked up when rotated backwards, but also had some spring action. The
inertia of the rotor going backwards engaged the clutch and "wound" the spring. As it
"unwound", it re-started the motor in the correct direction. Some designs had no
explicit spring as such; it was simply a compliant mechanism. The mechanism was
lubricated; wear did not seem to be a problem.
International innovation for torque limiting
clutches
Integrated transmitter renders external limit switches superfluous

Up to now, torque limiting clutches have required an external limit switch with a
cable to transmit a signal to the control system on overload. The EAS -Sensor
developed by mayr power transmission, a torque limiting clutch with an integrated signal
transmitter, sends the overload signal via radio. This revolutionary and absolutely reliable
overload recording system has substantial advantages in comparison to standard signal
transmission devices.

Using precise torque limitation, torque limiting clutches ensure that the loads on parts in
machines and systems do not exceed the permitted values. A mechanical overload safeguard
works by separating the input and output in order to uncouple part of the rotational energy of
the drive line. In this way, the loads having an effect on the collision point can be greatly
reduced. The highly precise, backlash-free ball ratchetting clutches from the market leader,
mayr power transmission, have proved the most suitable solution for many application areas.

Such positive-locking torque limiting clutches have up to now generally required an

externally mounted limit switch, which senses the clutch disengagement movement on
overload and transmits this in the form of an electrical signal via a cable to the control
system. This signal is generally used to switch off the drive. Among other things, this
prevents unnecessarily long ratchetting on the clutch, reduces the wear on functional surfaces,
ensures high functional safety and guarantees a long service lifetime. The stroke movement
made when the clutch
disengages due to an unpermittedly high torque totals only a few millimetres. This short path
must be sufficient in order to change the switching conditions of the mounted mechanical or
contactless limit switch. External limit switches must therefore be conscientiously and
precisely mounted and adjusted so that they can function reliably. However, in some
situations, maximum care proves to be in vain if the torque limiting clutch changes position
during operation, for example due to heat expansion. 

The new EAS -Sensor, a torque limiting clutch with an integrated signal transmitter,
transmits the overload signal via radio. This has substantial advantages in comparison
to standard, cableconnected signal transmission systems with external limit switches.

mayr power transmission, market leader for mechanical torque limiting clutches, has
combined clutch and limit switch in a revolutionary new development so effectively that
external influences can have no negative effect on functional safety. On the new EAS-Sensor,
the limit switch is directly integrated into the clutch. It registers the clutch disengagement
movement on overload and transmits a wireless signal via radio to a base station which is
combined with the machine control system. This makes the need for external sensors or limit
switches with cable leads and appropriate mounting parts superfluous. What isn't needed
doesn't use up space, meaning that construction space problems are solved. The EAS -Sensor
is adjusted at the site of manufacture ready for operation. Assembly and adjustment work is
no longer required. The overload recording is absolutely reliable. Vibrations and axial clutch
misalignments - for example should the shaft heat up and expand - have no influence on
functional safety. Using the new EAS -Sensor, reliable overload protection is now even easier
to install.

The transmitter on the new system is completely located, including its power supply, in the
torque adjusting nut on the tried and tested EAS -Compact torque limiting clutch. The
transmitter reports to the base station in regular, brief intervals via a status telegramme. This
ensures that the radio transmission and the transmitter are functioning correctly. Should the
base station receive no report over a defined time period, it emits a malfunction report. If the
transmitter has no connection to the base station, because for example the machine is down
and the control system is switched off, it goes into energy-saving mode. During this time, the
transmitter continues to attempt to renew connection to the base station at larger intervals.
The system is ready for operation again at the latest 60 seconds after the base system has
been switched on.

7-Speed Dual Clutch

Transmission by
Porsche and ZF Enters
Volume Production
 ZF 7DT

The new dual clutch transmission is presented for the first time to
approximately 900 engineers and press representatives at the VDI
'Transmissions in Vehicles' Event in Friedrichshafen. The 7DT sports
transmission is particularly suited for applications with high engine speed
requirements. Gear changes without traction interruption allow for very good
acceleration and vehicle handling with low fuel consumption. The
transmission was developed in Kressbronn, Brandenburg, and Schweinfurt; it
is produced at the Brandenburg site of ZF's Car Driveline Technology
division.

Drivers of sporty cars expect their vehicle's engine power to be transformed

as directly as possible into dynamic propulsion. In addition to this
acceleration "linked directly to the accelerator", however, they also attach
great importance to automatic shifting comfort. ZF's 7-speed sports
transmission accommodates both requirements for vehicles featuring highly
powerful engines: the sporty agility of a manual transmission and the
shifting comfort of an automatic transmission.

In the dual clutch transmission this becomes possible by connecting two

separate transmissions to the engine via two parallel powershift clutches.
The even gears are located on one transmission, the uneven ones on the
other. This basic principle of the transmission has the advantage that one
gear in one of these transmissions ensures propulsion, whereas in the other
transmission the next gear is already preselected by the electrohydraulic
control unit. When shifting, one clutch is closed while the other opens.
During the shifting process, traction is not interrupted. This means that,
during acceleration, engine torque is continuously transformed and propels
the vehicle – making an essential difference from the manual transmissions
which were usually installed in powerful sports cars. In contrast to torque
converters, the dual-clutch module by ZF Sachs, the Powertrain and
Suspension Components division of ZF, is also suited for higher speeds of up
to 8,000 revolutions.

All gear changes – also downshifts – are processed just as evenly and
quickly with the 7DT 50 (that is the ZF-internal product designation); so the
ZF dual clutch transmission sets a new benchmark for sportiness. A new
speed governing concept, which is used for the first time in volume
production with the 7DT, also contributes to these extremely short shifting
times.
 The drivers can choose from fully automatic shifting or manual gear
selection via shift paddles or a shift lever. Also in the fully automatic mode,
ZF offers several shifting programs: Apart from the comfort mode, there is
also a sports and a supersports mode, the latter with considerably increased
shifting dynamics (fastest shifting times and race-start function).

The 7DT sports transmission by Porsche and ZF excels thanks to its high
power-to-weight ratio: The gears and shafts of the dual clutch transmission,
which weighs approximately 120 kg, are produced from case hardened steel
according to special, ZF-specific delivery instructions. ZF-engineers have
introduced several measures - for example, controlling the cooling fluid flow
as required to keep drag losses low. The 7-speed dual clutch transmission
not only allows for particularly sporty driving performance but, thanks to its
very good efficiency, also achieves consumption values which are below
those of a manual transmission.

Especially with sports cars, there is a demand for transaxle transmissions –

that is, transmissions with an integrated differential and axle drive – the 7DT
sports transmission can also be supplied in this variant, which is suited for
mid-engined vehicles with rear axle or all-wheel drive. This transaxle version
of ZF's 7-speed dual clutch transmission is starting volume production in the
torque range up to 450 Newton meters.

Centrifugal clutch
From Wikipedia, the free encyclopedia
Jump to: navigation, search
A chainsaw clutch. The chain wraps around a sprocket behind the clutch that turns with the
outer drum.

A centrifugal clutch is a clutch that uses centrifugal force to connect two concentric shafts,
with the driving shaft nested inside the driven shaft.

The input of the clutch is connected to the engine crankshaft while the output may drive a
shaft, chain, or belt. As engine RPM increases, weighted arms in the clutch swing outward
and force the clutch to engage. The most common types have friction pads or shoes radially
mounted that engage the inside of the rim of a housing. On the center shaft there are an
assorted number of extension springs, which connect to a clutch shoe. When the center shaft
spins fast enough, the springs extend causing the clutch shoes to engage the friction face. It
can be compared to a drum brake in reverse. This type can be found on most home built karts,
lawn and garden equipment, fuel-powered model cars and low power chainsaws. Another
type used in racing karts has friction and clutch disks stacked together like a motorcycle
clutch. The weighted arms force these disks together and engage the clutch.

When the engine reaches a certain RPM, the clutch activates, working almost like a
continuously variable transmission. As the load increases the rpm drops, disengaging the
clutch, letting the rpm rise again and reengaging the clutch. If tuned properly, the clutch will
tend to keep the engine at or near the torque peak of the engine. This results in a fair bit of
waste heat, but over a broad range of speeds it is much more useful than a direct drive in
many applications.

Centrifugal clutches are often used in mopeds, underbones, lawnmowers, go-karts,

chainsaws, and mini bikes to

 keep the internal combustion engine from stalling when the blade is stopped abruptly;
and,
 disengage loads when starting and idling.

Thomas Fogarty, who also invented the balloon catheter, is credited with inventing a
centrifugal clutch in the 1940s, only three months after a Canadian boy named Andrew
Wilson drew up the first recognized design.[1] That being said, automobiles were being
manufactured with centrifugal clutches as early as 1936.[2]

[edit] Dry fluid centrifugal clutch

See http://contentdm.lib.byu.edu/ETD/image/etd223.pdf for a basic description of Dry Fluid
Centrifugal Clutch design and operating principle. A device such as this was reportedly used
in the Taylor Aerocar roadable airplane of the late 1940s and early 1950s.