Rey T. Salley Jr.

MUST JC
BS AMT III August 27, 2014


Mean Friction Radius

This specifies a characteristic radius for a disc clutch/brake: (D+d)/4, where D is the outer
diameter and d the inner diameter of the frictional surface.
The Disk Friction Clutch is based on the Fundamental Friction Clutch. For the complete friction
clutch model, consult the Fundamental Friction Clutch block reference page. This section discusses the
simplified model implemented in the Disk Friction Clutch.
When you apply a pressure signal above threshold (P P
th
), the Disk Friction Clutch block can
apply two kinds of friction to the driveline motion, kinetic and static. The clutch applies kinetic friction
torque only when one driveline axis is spinning relative to the other driveline axis. The clutch applies
static friction torque when the two driveline axes lock and spin together. The block iterates through
multistep testing to determine when to lock and unlock the clutch.

Clutch Variable, State, and Mode Summary

Symbol Definition Significance
Relative angular velocity (slip)
F

B

Tol
Slip tolerance for clutch locking See the following model
P, P
th
Clutch pressure and threshold Input pressure applied to clutch discs;
threshold clutch pressure: P
th
, P > 0.
P
fric
Clutch friction capacity max[(P P
th
), 0]
D Clutch de-rating factor See the following model
N Number of friction surfaces See the following model
A Engagement surface area See the following model
r
eff
Effective torque radius Effective moment arm of clutch friction force
k
K
Kinetic friction coefficient Dimensionless coefficient of kinetic friction of clutch discs.
Function of .
k
S
Static friction coefficient Dimensionless coefficient of static friction of clutch discs.
Viscous drag coefficient See the following model

K
Kinetic friction torque See the following model

S
Static friction torque limit (static friction peak factor)(kinetic friction torque for 0)
(See the following model)

Relation to Fundamental Friction Clutch
Instead of requiring the kinetic and static friction limit torques as input signals, the Disk Friction
Clutch calculates the kinetic and static friction from the clutch parameters and the input pressure signal
P.

Kinetic Friction
The kinetic friction torque is the positive sum of viscous drag and surface contact friction torques:

K
= +
contact
.
(The kinetic friction torque opposes the relative slip and is applied with an overall minus sign.)
The contact friction is a product of six factors:

contact
= k
K
DNr
eff
P
fric
A 0 .
You specify the kinetic friction coefficient k
K
as either a constant or a tabulated discrete function
of relative angular velocity . The tabulated function is assumed to be symmetric for positive and
negative values of the relative angular velocity, so that you need to specify k
K
for positive values of
only.
The clutch applies a normal force from its piston as the product of the clutch friction capacity P
fric

and engagement surface area A, on each of N friction surfaces. The pressure signal P should be
nonnegative. If P is less than P
th
, the clutch applies no friction at all.
The effective torque radius r
eff
is the effective radius, measured from the driveline axis, at which
the kinetic friction forces are applied at the frictional surfaces. It is related to the geometry of the friction
surface by:

r
o
and r
i
are the outer and inner radii, respectively, of the friction surface, modeled as an annular
disk.
The clutch de-rating factor D accounts for clutch wear. For a new clutch, D is one. For a clutch
approaching a "uniform wear" state:

Static Friction
The static friction limit is related to the kinetic friction, setting to zero and replacing the kinetic
with the static friction coefficient:

S
= k
S
DNr
eff
P
fric
A 0 .
k
S
> k
K
, so that the torque needed across the clutch to unlock it by overcoming static friction is
larger than the kinetic friction at the instant of unlocking, when = 0.
The static friction torque range or limits are then defined symmetrically as:

S

S
+
=
S

.
Wait State: Locking and Unlocking
The Wait state of the Disk Friction Clutch is identical to the Wait state of the Fundamental
Friction Clutch, with the replacement of the positive kinetic friction condition (
K
> 0) by the positive
clutch friction capacity condition (P P
th
).

Power Dissipated by the Clutch
The power dissipated by the clutch is |
K
|. The clutch dissipates power only if it is both slipping
( 0) and applying kinetic friction (
K
> 0).


Brakes and Types

A brake is a mechanical device which inhibits motion, slowing or stopping a moving object or
preventing its motion.
Most commonly brakes use friction between two surfaces pressed together to convert the kinetic
energy of the moving object into heat, though other methods of energy conversion may be employed.
For example regenerative braking converts much of the energy to electrical energy, which may be stored
for later use. Other methods convert kinetic energy into potential energy in such stored forms as
pressurized air or pressurized oil. Eddy current brakes use magnetic fields to convert kinetic energy into
electric current in the brake disc, fin, or rail, which is converted into heat. Still other braking methods
even transform kinetic energy into different forms, for example by transferring the energy to a rotating
flywheel.
Brakes are generally applied to rotating axles or wheels, but may also take other forms such as
the surface of a moving fluid (flaps deployed into water or air). Some vehicles use a combination of
braking mechanisms, such as drag racing cars with both wheel brakes and a parachute, or airplanes with
both wheel brakes and drag flaps raised into the air during landing.
Since kinetic energy increases quadratically with velocity ( ), an object moving at
10 m/s has 100 times as much energy as one of the same mass moving at 1 m/s, and consequently the
theoretical braking distance, when braking at the traction limit, is 100 times as long. In practice, fast
vehicles usually have significant air drag, and energy lost to air drag rises quickly with speed.

Friction brakes on automobiles store braking heat in the drum brake or disc brake while braking
then conduct it to the air gradually. When traveling downhill some vehicles can use their engines to
brake.

When the brake pedal of a modern vehicle with hydraulic brakes is pushed, ultimately a piston
pushes the brake pad against the brake disc which slows the wheel down. On the brake drum it is similar
as the cylinder pushes the brake shoes against the drum which also slows the wheel down.

Brakes may be broadly described as using friction, pumping, or electromagnetics. One brake may
use several principles: for example, a pump may pass fluid through an orifice to create friction:
Frictional brakes are most common and can be divided broadly into "shoe" or "pad" brakes,
using an explicit wear surface, and hydrodynamic brakes, such as parachutes, which use friction in a
working fluid and do not explicitly wear. Typically the term "friction brake" is used to mean pad/shoe
brakes and excludes hydrodynamic brakes, even though hydrodynamic brakes use friction. Friction
(pad/shoe) brakes are often rotating devices with a stationary pad and a rotating wear surface. Common
configurations include shoes that contract to rub on the outside of a rotating drum, such as a band brake;
a rotating drum with shoes that expand to rub the inside of a drum, commonly called a "drum brake",
although other drum configurations are possible; and pads that pinch a rotating disc, commonly called a
"disc brake". Other brake configurations are used, but less often.
Pumping brakes are often used where a pump is already part of the machinery. For example, an
internal-combustion piston motor can have the fuel supply stopped, and then internal pumping losses of
the engine create some braking. Some engines use a valve override called a Jake brake to greatly increase
pumping losses. Pumping brakes can dump energy as heat, or can be regenerative brakes that recharge a
pressure reservoir called a hydraulic accumulator.
Electromagnetic brakes are likewise often used where an electric motor is already part of the
machinery. For example, many hybrid gasoline/electric vehicles use the electric motor as a generator to
charge electric batteries and also as a regenerative brake. Some diesel/electric railroad locomotives use
the electric motors to generate electricity which is then sent to a resistor bank and dumped as heat.
Some vehicles, such as some transit buses, do not already have an electric motor but use a secondary
"retarder" brake that is effectively a generator with an internal short-circuit. Related types of such a
brake are eddy current brakes, and electro-mechanical brakes (which actually are magnetically driven
friction brakes, but nowadays are often just called electromagnetic brakes as well).