Professional Documents
Culture Documents
BACHELOR IN TECHNOLOGY
In
MECHANICAL ENGINEERING
Submitted By
Dyanand Das
Regd. No: 1501304070
Last but not the least, I express my deep sense of gratitude to all my friends
who stood behind me to undertake this venture.
ABSTRACT
A clutch is a device used to make contact from the transmission. When it
engages, then power is transferred from engine to gear box and when it
disengage, power flow is stop, hence it is called free running of engine. There is
an innovation done in automobile industry, called electromagnetic clutch, which
is recently used by Renault Car Company, which uses the basic principle of
electrical energy as well as magnetic forces.
1 introduction
2 purpose
3 principle of operation
4 requirement of a clutch
5 parts of the clutch
6 type of friction material
7 type of clutch
8 use of electromagnetic clutch
9 basic operation of electromagnetic clutch
10 engagement time
11 References
1. Introduction:-
2. Purpose:-
The function of the clutch is to temporarily disconnect the engine from the gear box
unit. When the gear has to be changed from the first to the second ,it should be done
after disconnecting the engine from the gear box. If this is not done ,the gear teeth
might break. The clutch is thus helpful when starting, shifting gears and idling .
3. Principle 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 resolved, the other will also revolve. The friction between the two
surfaces depends upon the area of the surfaces, 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. The driving member is kept rotating. When
the driven member is brought in 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.
4. Requirement of a clutch:
2. Driven members….
The driven member consists of the disc or plate, called the
clutch plate.
7. Types of clutches:-
7. MULTIPLATE CLUTCH:
(Figure 12-Multi Plate Clutch)
8. CONE CLUTCH:-
(Figure-14-Centrifugal Clutch)
10.SEMI-CENTRIFUGAL CLUTCH:
11.DIAPHRAGM CLUTCH:
(Figure-16-Diaphragm Clutch)
13.ELECTROMAGNETIC CLUTCH:
14.VACCUME CLUTCH:
(Figure-19-Vaccume Clutch)
15.HYDRAULIC CLUTCH:
(Figure-20-Hydralic Clutch)
7. Use Electromagnetic Clutch
There is a need to use some system incorporated in clutch system, to prevent above
situation. Hence, if we shift gear and at that time clutch will disengage hence the it is
very simple for driver and force require to engage as well as disengage the clutch is
also neglected, hence a new type of clutch used in automobile vehicles called
“Renault Car” called electromagnetic clutch.
In this clutch system, when gear shift lever is applied at that time, due to MMF
clutch will disengage and when release lever, clutch will engage.
Disengagement is very simple. Once the field starts to degrade, flux falls rapidly and
the armature separates. One or more springs hold the armature away from the rotor at
a predetermined air gap.
Voltage/current - and the magnetic field
(Figure-21) (Figure-22)
If a piece of copper wire was wound, around the nail and then connected to a battery,
it would create an electro magnet. The magnetic field that is generated in the wire,
from the current, is known as the “right hand thumb rule”. (FIGURE-21) The strength
of the magnetic field can be changed by changing both wire size and the amount of
wire (turns). EM clutches are similar; they use a copper wire coil (sometimes
aluminum) to create a magnetic field.
The fields of EM clutch can be made to operate at almost any DC voltage, and the
torque produced by the clutch or brake will be the same, as long as the correct
operating voltage and current is used with the correct clutch. If a 90 V clutch, a 48 V
clutch and a 24 V clutch, all being powered with their respective voltages and current,
all would produce the same amount of torque. However, if a 90 V clutch had 48 V
applied to it, this would get about half of the correct torque output of that clutch. This
is because voltage/current is almost linear to torque in DC electromagnetic clutches.
be, by about an average of 8% for every 20°C. If the temperature is fairly constant,
but there may not be enough service factor in your design for minor temperature
fluctuation. Over-sizing, the clutch would compensate for minor flux. This will allow
the use a rectified power supply which is far less expensive than a constant current
supply.
9. Engagement Time:-
There are actually two engagement times to consider in an electromagnetic clutch.
The first one is the time it takes for a coil to develop a magnetic field, strong enough
to pull in an armature. Within this, there are two factors to consider. The first one is
the amount of ampere turns in a coil, which will determine the strength of a magnetic
field. The second one is air gap, which is the space between the armature and the
rotor. Magnetic lines of flux diminish quickly in the air. The further away the
attractive piece is from the coil, the longer it will take for that piece to actually
develop enough magnetic force to be attracted and pull in to overcome the air gap. For
very high cycle applications, floating armatures can be used that rest lightly against
the rotor. In this case, the air gap is zero; but, more importantly the response time is
very consistent since there is no air gap to overcome. Air gap is an important
consideration especially with a fixed armature design because as the unit wears over
many cycles of engagement the armature and the rotor will create a larger air gap
which will change the engagement time of the clutch. In high cycle applications,
where registration is important, even the difference of 10-15 milliseconds can make a
difference, in registration of a machine. Even in a normal cycle application, this is
important because a new machine that has accurate timing can eventually see a “drift”
in its accuracy as the machine gets older.
The second factor in figuring out response time of a clutch is actually much more
important than the magnet wire or the air gap. It involves calculating the amount of
inertia that the clutch needs to accelerate. This is referred to as “time to speed”. In
reality, this is what the end-user is most concerned with. Once it is known how much
inertia is present for the clutch to start then the torque can be calculated and the
appropriate size of clutch can be chosen.
Most CAD systems can automatically calculate component inertia, but the key to
sizing a clutch is calculating how much inertial is reflected back to the clutch or
brake. To do this, engineers use the formula: T = (WK2 × ΔN) / (308 × t) Where T =
required torque in lb-ft, WK2 = total inertia in lb-ft2, ΔN = change in the rotational
speed in rpm, and t = time during which the acceleration or deceleration must take
place.
There are also online sites that can help confirm how much torque is required to
accelerate a given amount of inertia over a specific time. Remember to make sure that
the torque chosen, for the clutch, should be after the clutch has been burnished.
10. REFERENCES:-