I CHAPTER

CLUTCH
Power transmission: The power developed by the engine in automobiles should be transmitted
to the road wheel efficiently. The power transmission system basically needs a clutch to transmit
the power from the engine to the remaining parts of the transmission. The power transmission
system is different for different types of vehicles.
In case of two wheelers with gears the power is transmitted from the clutch to the gearbox and
then transmitted to the wheels by means of chain drive or gear drive. In case of non geared two
wheelers the power is transmitted from the clutch directly to the wheels through the chain drive /
gear drive or sometimes through the variator mechanism.
In case of LMVs and HTVs the power transmission consists of clutch and gearbox as the
common features. In the conventional (front engine rear wheel drive) the power is transmitted
from gearbox to road wheels by means of universal joint, propeller shaft, sliding joint,
differential and half shaft. In case of front engine front wheel drive transaxle is commonly used.
In this case the gear box is arranged transversely and power transmission may not be provided
with propeller shaft and bevel gear arrangement. This type of arrangement is compact and also
contains less number of moving parts. In the case of four wheel drive, the arrangement is similar
to conventional power transmission with transfer gear box or transfer case as the additional
features. The transfer gear box transmits the power to both the axles uniformly.
Functions of a Clutch:
The torque developed b the engine at starting speed is very low. Therefore, it is not possible to
start the engine under load. This requires that the transmission system should provide a means of
connecting and disconnecting the engine from rest of the transmission system. Such an operation
must be smooth and without shock to the occupants of the vehicle.
Thus the two main functions of a clutch are:
1. To engage and disengage the transmission from engine to the remaining parts of transmission.
(To allow the engine to be separated from rest of the transmission system) This is required when:
(a) Starting and running the engine at a sufficiently high speed lo generate sufficient power
necessary for moving the vehicle from rest.
(b) Shifting the gears so that damage to gear teeth can be avoided.
(c) Stopping the vehicle after applying brakes.
2. The second function of the clutch is to allow the engine to take up the driving load of the
vehicle gradually and without shock.
Requirements of clutch:
The main requirements of a clutch are as follows:
1. It should be able to transmit maximum torque of the engine.
2. It should engage gradually to avoid sudden jerks.
3. It should be able to dissipate large amount of heat generated during clutch operation.
4. It should be dynamically balanced, particularly in the case of high speed engine clutches.
5. It should have suitable mechanism to damp vibrations and to eliminate noise produced
during power transmission.
6. It should be as small as possible so that it will occupy minimum space.
7. It should be easy to operate requiring as little exertion as possible on the part of the
driver.

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8. It should be made as light as possible so that it will continue to rotate for any length of
time after the clutch has been disengaged.
9. It must be trouble free and have longer life.
10. It must be easy to inspect, adjust and repair.
Classification of clutches:

CLUTCH

POSITIVE ENGAGEMENT
CLUTCH

ONE WAY
CLUTCHES

GRADUAL
ENGAGEMENT CLUTCH

FLUID
CLUTCH

FRICTION
CLUTCH

CONE

INT

DISC

EXT

CENTRIFUGAL

SINGLE

DRY

SEMI
CENTRIFUGAL

MULTI

ELECTROMAGNETIC

DIAPHRAGM

WET

Principle of operation of clutches:

Clutch works on the principle of friction. When two friction surfaces are brought in contact with
each other and pressed with certain force they are united due to friction between them. If one is
rotated, other will also rotate during this condition. It can be separated or brought into contact
whenever required. One surface is referred as driving member and other as driven member. The
friction between two surfaces depends upon
1. Area of contact surface.
2. Force applied on them.
3. Coefficient of friction of surface material.
When the driven member is brought in contact with driver, the clutch slips initially. As the
pressure increases the driven member is brought to the speed of the driving member. When the
speed of both members becomes equal then two members are in frictional contact without any

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slip and clutch is said to be fully engaged. The driving torque can be increased by increasing the
effective radius of contact, coefficient of friction, clamping force, or the number of contact
surfaces.
SINGLE PLATE CLUTCH
Construction: The main components of the single plate clutch are driving member, driven
member and the actuating linkages.

Driving Members: Driving members of single plate clutch are input shaft (crank shaft) fixed to
the flywheel, pressure plate, and the clutch cover which is bolted to the flywheel. These fly
components rotate along with the crank shaft in both engaged and disengaged condition. Fly
wheel is attached to the crank shaft and has threaded bolts or holes or grooves for bolting the
clutch covers. Machined surface of the flywheel contacts the clutch facing. The pressure plate
applies the required force on the clutch plate which contacts with fly wheel. To apply the
required force pressure springs are attached between the pressure plate and clutch cover. Pressure
plate can be withdrawn by releasing the spring with the help of release lever. Lugs are provided
on the pressure plate for providing the release fingers. Pressure plate springs are provided inside,
release finger, and anti-ratting springs are provided inside the clutch cover and the entire
assembly is bolted to fly wheel.
Driven members: It is the clutch plate which is splined to the driven shaft (clutch shaft or input
shaft of gear box) clutch plate is used with friction material on both the surfaces. It consists of a
centre hub with internal splines which moves along the splined shaft during the transmission.
The power is transmitted from the clutch to the shaft through these splines. It consists of
torsional or cushioning springs which transmit the force applied to the facing to the central hub.
The spring also reduces torsional vibrations and provides smooth engagement or disengagement
of the clutch. The friction material is normally riveted to the projected portions of the clutch disc
in CMVS and HMVS.
Actuating members: It consists of release fingers, withdrawal fork and release bearing. The outer
end of the release finger is located on the pressure plate and inner end is projected towards the
clutch shaft and are positioned with the help of anti-rattling springs. Withdrawal fork carrying

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the release bearing is pivoted in the clutch outer casing. The release bearing actuates the inner
end of the release fingers.
Working / operation: In fully engaged condition the driven plate is firmly clamped between the
flywheel and pressure plate due to the force applied by springs. This forms a non-slip connection
between the driving and driven plates. Hence when the flywheel rotates the clutch plate also
rotates and this cause the transmission of power to the input shaft of gear box through splines.
When clutch pedal is depressed the pressure on the driven plate is released by compressing the
pressure springs through the release fingers. In this condition there is no force acting on the
clutch plate and is free between the flywheel and pressure plate. This disengaged condition
ensures easier shifting of gears.
DIAPHRAGM CLUTCH

In this type of diagram type springs are used instead of coil / helical springs. This type of clutch
does not require any release levers as the spring itself acts as the series of levers. This type of
springs do not have constant rate characteristics as in the case of coil springs and the pressure on
the diaphragm springs increases until it is in flat position, thereafter decreases after passing this
position. Hence the driver does not have to exert heavy pedal pressure to hold the clutch out of
engagement compared to coil spring type. In coil spring type the spring pressure increases when
the pedal is depressed to disengage the clutch and high pressure is required to keep the clutch in
disengaged position.
This clutch consists of conventional friction clutch, thrust plate, diaphragm type spring and
release sleeve. The diaphragm is held between the inner end of the main bearing and its outer
circumstance fits into the counter bore of the thrust plate. The central position of the diaphragm
spring is divided into several segments by radial slots terminating into holes. These segments
acts like spring providing the required thrust on the pressure plate. This simple arrangement
eliminates the necessity for providing separate release levers.

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Working: In the engaged position the spring pivots on the inner pivot rings as it is held on the
clutch cover so that its outer rings contacts with the pressure plate. Again in this conical position
the spring exerts through pressure to keep the pressure plate in firm contact with the clutch plate
and flywheel. When the pedal is depressed the linkage moves release bearing toward the
flywheel. When the pedal is depressed the linkage moves release bearing towards the flywheel to
disengage the clutch. As the bearing contacts with inner position of the conical springs it moves
that position forward which cause the link to move backward. This removes the pressure on the
pressure plate and release the clutch plate from contact with other driving members.
Another type of conical spring used is the crown spring. This type differs from the tapered finger
type with its surface corrugated instead of flat and the centre section is continuous without any
spring. The clutch spring fits between the pressure plate and clutch cover. The entire assembly is
held together by six spring retainer located on the pressure plate. The actuation of this type of
spring is similar to integral / split type diaphragm spring.
MULTI PLATE CLUTCHES

The clutch having more than three discs is referred as multi disc clutch or multi plate clutch. It is
similar to single plate clutch but has more number of frictional and metallic plates. Due to the
increase in the numbers of plates (friction) the frictional surface in contact is also increased
which increases the capacity of the clutch to transmit the some torque the diameter of the plate
clutch. Hence the clutches are mostly commonly in two wheelers and three wheelers due to
compact in size. It is used in heavy duty transmission system for transmitting higher torque. (For

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example torque transmission in heavy earth moving equipments) and power take off (P. T. O.)
transmission in tractors.
Construction: Construction of multi plate clutches is similar to single plate clutch except the
arrangement of number of friction plates and metal plates. It consists of inner drum which is
referred to clutch shaft and has a number of plates splined to the outer surface. Another drum is
coupled to fly wheel and carries a number of plates splined to it inner surface. The plates are
arranged in alternate manners. The plates can revolve with the drum as well as it can slide
axially. A spring keeps the outer and inner plates pressed together, so that the driving members
transmit the power to the driven member. The clutches can be disengaged by pulling the inner
drum against the spring force.
Multi plate clutch can be dry type or wet type. The clutch is partially filled with oil. The
coefficient of friction in oil varies from 0.07 to 0.17 of asbestos based fabrics.
1. The oil acts as cushioning medium to provide smooth engagement and disengagement
2. The oil also carries the heat dissipated by the clutch due to friction. This reduces
operations temperature and increases the left of the clutch plates.
3. The oil acts as lubricant and reduces axial thrust lost due to bending on splines.
4. The major disadvantage is the reduction in coefficient of friction when immersed in oil. It
can be compensated by using high operating pressure of different friction material.
Generally cork inserted multi plate clutches are used in wet clutches. In wet clutches the
fluid under pressure is fed along the shaft.
Cone clutch:

They are wedge clutch provides a positive drive when the external face of the male cone member
engages with the internet face of recessed conical member. The facing is usually fitted to the
female or recessed member in order to improve heat dissipation and durability. Normally cone
clutch are used with epicyclic gear trains for a higher torque transmission. The energy which a
cone clutch can absorb during on engagement is less compared to the energy absorbed by a
multiple clutch. But it is compact, cheaper and requires low clamping load due to the wedging
action. The cone clutches are loaded by spring or hydraulic cylinders. Wedge angle and accurate
axial alignment are the two important factors for good cone clutch performance. If the wedge
angle is very less, it results in excessive wedge action and fierce engagement. This in turn results
in difficult operation for disengagement. If the wedge angle is too large it reduces torque

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transmission capacity of the clutch and make the clutches to skid. Semi-cone angle of 12-16 are
commonly used for effective torque transmission.
The torque transmitted by a cone clutch is given by
T = W (r1 + r2) / 2 sin
Where, r1 and r2 are the radius of large and small cone (friction) in meters. is the semi cone
angle.
During the engagement of clutch the driven member is forced towards the driving cone by the
spring force. Hence the power is transmitted from the engine to the driving cone, driving cone to
driven cone and driven to the gear box. When the clutch is to be disengaged the driven cone is to
be pulled off by means of actuates cenkages and contact surfaces are separated hence no power is
transmitted to the clutch shaft.
SEMI-CENTRIFUGAL CLUTCHES:

This type of clutch makes use of centrifugal force to assist the spring force at high speed. To
reduce the effort of the driver operates the clutch the assistance is taken by the centrifugal force.
To transmit small torque, spring with minimum stiffness is used which is sufficient for applying
the required amount of force and also not so stiff to minimize the strain of the driver during
disengagement. When high power is transmitted through the clutch then pressure of the springs
is a considerable factor. In semi-centrifugal clutches help is taken by centrifugal force by keeping
certain weights in eccentric position. The springs are designed to transmit the power at normal
speeds and at high speed the assistance is taken by the weights, the weighted lever is hanged at
three points at regular intervals. The lever is provided with fulcrum connected to the clutch cover
at one end hinged to the pressure plate ate centre and the weight is connected at the outer end.
The tail of the lever is provided with the adjusting screw by means of which centrifugal force on
the pressure plate can be adjusted. During the increase in speed the weight moves about fulcrum
due to the centrifugal force of the weight and hence the pressure plate moves towards the
flywheel increasing the torque transmitting capacity.
Centrifugal Clutch:
This type of clutches operates automatically depending on engine speed of elements. The use of
clutch pedal, pressure spring and also clutch making the operation very simple of makes use of
centrifugal force to apply the force on the floating plate as well as on the pressure plate for

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keeping the clutch in engaged position. In this type, transmission of the power is controlled by
the operation of the accelerator. It makes the driving operation very easy and convenient. Hence
it is used in automatic transmission in two wheelers with variator mechanisms or two-wheeler
without gear mechanism.
This system consists of flywheel as driving member and pressure plate as the driven member.
The pressure plate is provided with friction lining on its outer surface. The pressure plate is
actuated by means of floating spring which exerts pressure on the floating. The spring on the fly
wheel keeps the clutch is disengaged position at low speeds. When the speed increases the
weight flees off thereby operating bell crank lever and pressing the floating plate. The force
acting on the floating plate is transmitted to the pressure plate through the helical spring placed
between floating plate and pressure plated. Due to this force the pressure plate is pressed on to
flywheel providing the transmission through the friction lining and thereby resulting in
engagement of clutch. The stop provided above the weight limits the amount of centrifugal force
of the speed is increased over this limit the pressure on plate will be constant.

Other type of centrifugal clutches are used in automobiles (generally in mopeds) consists of
spider as the driving member. The spider has four shoes having the frictional surfaces. These are
kept in contact with the cylindrical clutch case by means of springs. As the speed increases, the
shoes extend outwards due to centrifugal force and make contact with the cylindrical clutch to
transmit the power. The transmission starts as soon as the spring force exceeds the spring force
and shoes extends outwards. Hence the power transmission starts as soon as the engine starts
rotating at a speed enough to develop the required centrifugal force. The transmission stops as

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soon as the engine speed drops below the desired value. Hence no power is transmitted to the
road wheels when the engine is idle or running at lesser speed than the desired value.
Electromagnetic Clutch:
In this system the clutch is controlled by means electric current supplied to the field windings in
the flywheel. The fly wheel is attached with the field winding, which is given electric current by
means of battery, dynamo or alternator. The construction feature of main components is almost
similar to the single plate clutch. When electric current is supplied to the windings the flywheel
will attract the pressure plate and clutch plate is forced between pressure plate and flywheel
resulting in engagement. When the supply to the winding is cut off the clutch is disengaged by
releasing the pressure plate due to the force exerted by the helical springs or tension springs.
Electromagnetic clutch consists of a clutch release switch. When then driver holds the gear lever
to change the gear, the switch is operated cutting off the current to the winding which causes the
clutch disengaged.
When the vehicle is stalling, the engine speed is lower & the dynamo output is low, the clutch is
not firmly engaged. Therefore, three springs are also provided on the pressure plate which helps
the clutch engaged firmly at low speed also.

The forces of the electromagnet can be regulated by means of an electrical resistance provided
with acceleration system and controlled by the accelerator pedal. When the speed is increased,
the accelerator pedal is pressed and the resistance is gradually cut off and thus in this way, force
of electromagnet is increased and clutch transmission becomes more rigid.
FRICTION MATERIALS
The various types of friction materials are as given under
(i) Mill board type: This material is in the form of sheets made of asbestos and treated with
certain impregnates. From the standard sheet we can cut facing discs according to different size
requirements. This is the cheapest material and gives satisfactory results.
(ii) Moulded type: When asbestos fibers are mixed with a suitable binder and heated to a definite
temperature and then moulded in dies under pressure, this type of friction material is called
moulded type. To improve the wearing qualities of the material (sometimes metallic wires are
also inserted). This type of lining is stronger, dense and capable to transmit heavy loads through
it. The disadvantage is only this that moulding for each size lining is very costly.

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(iii) Woven type: This type of material is made by spinning threads from asbestos fibres, weaving
this thread into a cloth and then impregnating it with a bonding material. This type of material is
further divided into classes; (a) the solid woven variety is woven to the required thickness in one
operation and has a greater mechanical strength; (h) the laminated variety consists of layers of
cloth placed on top of each other and held together by the bonding material. Both types may
incorporate brass wire.
CLUTCH LINING MATERIALS
Common materials used for clutch lining are:
(i) Asbestos: It can be used at high temperature also and linings of this material have coefficient
of friction of about 0 2.
(ii) Reybestos and Ferodo: These materials are most suitable and generally used for clutch
friction linings and have a co efficient of friction of about 0.35.
(iii) Leather: The co-efficient of friction between dry leather and iron is 0.27.
(iv) Cork: The co-efficient of friction between cork and steel or iron is 0.32.
(v) Fabric: This material has co-efficient of friction about 0.4, but it cannot be used a high
temperature.
Clutch operating mechanism

To put and hold the clutch in the disengaged position the clutch withdrawal mechanism is
necessary. This mechanism including foot pedal and clutch actuating levers etc. are also seen
some times from outside also.
A cross shaft type withdrawal mechanism is as shown in figure.
When the foot pedal is pressed by the driver the shaft having the two projections and supported
at two bearings is turned, thereby moving the housing with the pressures of the pins. In this way
this motion of the housing disengages the clutch. When the manual pressure from the foot pedal
is removed, the housing comes in its original position thereby the clutch again engaged.
VACUUM CLUTCH
The vacuum clutch is operated by the vacuum existing in the engine manifold. Fig shows the
mechanism of a vacuum clutch. It consists of a vacuum cylinder with piston, solenoid operated
valve, reservoir and a non-return valve. The reservoir is connected to the engine manifold
through a non return valve. Vacuum cylinder is connected to the reservoir through solenoid
operated valve. The solenoid is operated from the battery and the circuit incorporates a switch
which is placed in the gear lever. The switch is operated when the driver holds the lever to
change gears.

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When the throttle is wide opened, the pressure in the inlet manifold decreases due to which the
non-return valve closes, isolating the reservoir from the manifold. Thus a vacuum exists in the
reservoir all the time.
In the normal operation, the switch in the gear lever remains off, the solenoid operated valve
remains in its bottom position. In this positions the atmospheric pressure acts on both the side of
the vacuum cylinder, because the vacuum cylinder is open, so also atmosphere though a vent.
When the driver holds the lever to change the gear, the switch is closed; energizing the solenoid
which pulls the valve up. This connects one side of vacuum cylinder to the reservoir. Due to the
difference of pressure on the vacuum cylinder piston, it moves. This movement of the piston is
transmitted by a linkage to the clutch, causing it to disengage. When the driver is not operating
the gear lever, the switch is open and the clutch remains engaged due to the force of springs.
Hydraulic Clutch
The hydraulic clutch is operated in the same way as the vacuum clutch. Only the difference is
that it is operated by oil pressure whereas the vacuum clutch is operated by vacuum.
Fig. shows the mechanism of a hydraulic clutch. It consists of a cylinder with piston, control
valve, pump, accumulator and oil reservoir. The piston is connected to the clutch by a linkage.
The pump is operated by the engine itself. The oil from the reservoir is pumped into the
accumulator tank. The accumulator tank is connected to the cylinder through the control valve.
The control valve is electrically controlled by a switch in the gear lever.

When the driver holds the gear lever to change the gears, the switch is operated to open the
control valve admitting the oil under pressure to the cylinder. Due to the oil pressure, the piston
moves causing the clutch to be disengaged. As soon as the driver leaves the gear lever, the switch
is open which closes the control valve and the clutch is engaged.
Dog and Splines clutch:

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This type of clutch is used to lock two shafts together or to lock a gear to a shaft. It consists of a
sleeve having two sets of internal splines. It slides on a splined shaft with smaller diameter
splines. The bigger diameter splines match with the external dog clutch teeth on driving shaft.
When the sleeve is made to slide on the splined shaft, its teeth match with the dog clutch teeth of
the driving shaft. Thus the sleeve turns the splined shaft with the driving shaft. The clutch is said
to be engaged. To disengage the clutch, the sleeve is moved back on the splined shaft to have no
contact with the driving shaft.
This type of clutch has no tendency to sup. The driven shaft revolves exactly at the same speed
as that of the driving shaft, as soon as the clutch is engaged. Therefore it is also known as
positive engagement clutch.
ONE WAY CLUTCHES / FREE WHEEL CLUTCHES:

These types of clutches are used to transmit the power in only one direction. The power is
transmitted from the driver to driven and not vice-versa. When the drive rotates in the reverse
direction the clutches slips or disengages. This type of clutch mainly consists of an inner race
and outer race. The inner race is connected to the driver and the outer race is connected to the
driven.
SPRAG CLUTCH:
In this type several sprags are equally spaced between the inner and outer races. The sprags can
be installed in the direction as shown in the figure or can be tuned through 180 0 to provide anticlockwise rotation. Generally sprags are provided with energizing springs to hold the individual
sprags against the two races.
When the inner race rotates in anticlockwise direction the sprag tilts in the same direction of
rotation. Due to this action the sprag wedges between the inner and outer race. As a result the
outer race rotates in the same direction as that of inner race and at the same speed. If the outer
race rotates at more speed then the wedging action is removed and no power is transmitted.
Similar action occurs if the inner race tries to rotate in the opposite direction. One way clutches
are used to transmit the power in clockwise or anticlockwise direction by the proper positioning
of springs.

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BALL AND ROLLER CLUTCH:
In this the inner race and outer races has several ramp like grooves in which the clutch elements
(roller or balls) are placed. A spring is positioned in front of these elements. Its purpose is to hold
the element against the ramp and race surfaces. When the inner racer is rotated in clockwise
direction, the friction between the inner race and rollers or balls moves them slightly in the same
direction. This wedges the balls or rollers between the ramps and surface of the inner race or
outer race, causing the outer race to be driven in the same speed as that of the inner race. If the
outer race is rotated faster than the inner race, distance between the ramp and race increases,
removing the wedging action of the clutch element and no power is transmitted between the
inner and outer race. If the inner race is rotated in the opposite direction it will result in the
similar way where no power is transmitted between the driving and driven member.
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