DISC CLUTCH

INTRODUCTION
Clutches are required when shafts must be frequently connected and disconnected. The
function of a clutch is : first, to provide a gradual increase in the angular velocity of the
driven shaft, so that its speed can be brought up to that of the driving shaft without shock;
second, when the two shafts are rotating at the same angular velocity, to act as a coupling
without slip or loss of speed in the driving shaft. A clutch is a machine member used to
connect a driving shaft to a driven shaft so that the driven shaft may be started or stopped
at will, without stopping the driving shaft. The use of a clutch is mostly found in
automobiles. A clutch is a mechanism for transmitting rotation, which can be engaged and
disengaged. 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 can either be locked together and
spin at the same speed (engaged), or be decoupled and spin at different speeds
(disengaged).

BACKGROUND
The single-revolution clutch was developed in the 19th century to power machinery such
as shears or presses where a single pull of the operating lever or (later) press of a button
would trip the mechanism, engaging the clutch between the power source and the
machine's crankshaft for exactly one revolution before disengaging the clutch. When the
clutch is disengaged and the driven member is stationary. Early designs were typically dog
clutches with a cam on the driven member used to disengage the dogs at the appropriate
point.

Greatly simplified single-revolution clutches were developed in the 20th century, requiring
much smaller operating forces and in some variations, allowing for a fixed fraction of a
revolution per operation. Fast action friction clutches replaced dog clutches in some
applications, eliminating the problem of impact loading on the dogs every time the clutch
engaged.

In addition to their use in heavy manufacturing equipment, single-revolution clutches were

applied to numerous small machines. In tabulating machines, for example, pressing the
operate key would trip a single revolution clutch to process the most recently entered
number. In typesetting machines, pressing any key selected a particular character and also
engaged a single rotation clutch to cycle the mechanism to typeset that character. Similarly,
in teleprinters, the receipt of each character tripped a single-revolution clutch to operate
one cycle of the print mechanism.

In 1928, Frederick G. Creed developed a single-turn spring clutch that was particularly well
suited to the repetitive start-stop action required in teleprinters. In 1942, two employees
of Pitney Bowes Postage Meter Company developed an improved single turn spring
clutch. In these clutches, a coil spring is wrapped around the driven shaft and held in an
expanded configuration by the trip lever. When tripped, the spring rapidly contracts around
the power shaft engaging the clutch. At the end of one revolution, if the trip lever has been
reset, it catches the end of the spring (or a pawl attached to it), and the angular
momentum of the driven member releases the tension on the spring. These clutches have
long operating lives—many have performed tens and perhaps hundreds of millions of cycles
without the need of maintenance other than occasional lubrication.

Cascaded-pawl single-revolution clutches superseded wrap-spring single-revolution clutches

in page printers, such as teleprompters, including the Teletype Model 28 and its successors,
using the same design principles. IBM Electric typewriters also used them. These are
typically disc-shaped assemblies mounted on the drive shaft. Inside the hollow disc-shaped
drive drum are two or three freely floating pawls arranged so that when the clutch is
tripped, the pawls spring outward much like the shoes in a drum brake. When engaged, the
load torque on each pawl transfers to the others to keep them engaged. These clutches do
not slip once locked up, and they engage very quickly, on the order of milliseconds. A trip
projection extends out from the assembly. If the trip lever engaged this projection, the
clutch was disengaged. When the trip lever releases this projection, internal springs and
friction engage the clutch. The clutch then rotates one or more turns, stopping when the
trip lever again engages the trip projection.

CLUTCH

A clutch is a mechanical device that engages and disengages power transmission, especially
from a drive shaft (driving shaft) to a driven shaft. In the simplest application, clutches
connect and disconnect two rotating shafts (drive shafts or line shafts). In these devices, one
shaft is typically attached to an engine and other to power unit (the driving member), while
the other shaft (the driven member) provides output power for work. Typically the motions
involved are rotary, but linear clutches also exist. In a motor vehicle, the clutch acts as a
mechanical linkage between the engine and transmission, and briefly disconnects, or
separates the engine from the transmission system. This disconnects the
drive wheels whenever the clutch pedal is depressed, allowing the driver to smoothly
change gears.

In a torque-controlled drill, for instance, one shaft is driven by a motor, and the other drives
a drill chuck.[2] The clutch connects the two shafts so 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).

Types of Clutches

The types of clutches can be classify by:

The method of transmitting torque:
- Friction
- Hydraulic
- Automatic
The method of control:
- Manual
- Manual with booster
- Automatic
The method of creating force on pressure plate:
- Spring clutches (cylindrical, conical, and disc springs)
- Semi-centrifugal clutches (pressure is created simultaneously by springs and
centrifugal forces.
- Centrifugal clutches.
The shape of friction surfaces:
- Disc
- Cone (mainly used as a secondary friction devices)
- Drum (block) (mainly use as a secondary friction devices)
The number of driven plate (disc plate clutches):
- Single-disc clutch
- Double-disc clutch
- Multi-disc clutch (mainly used in automatic transmission)
DISC CLUTCH
a friction clutch in which the friction is between two parallel flat plates or sets of such
plates.

WORKING PRINCIPLE OF DISC CLUTCH

Clutch is used to attach two moving shafts that are moving at different speeds. This
enables us to disengage the power of the engine and drive off smoothly with the engine.
When we press the pedal the friction disc which is movable slides on the shaft. This is the
disengaged condition in which the friction doesn’t touch the Flywheel which means that the
Axial load applied by the pressure plate is 0. and hence power/torque transmission is 0. The
engine is still running but the vehicle will not move. When it is being pressed, the pressure
plate moves back against the force of the springs, and the plate becomes free between the
Flywheel and the pressure plate. Thus the Flywheel remains rotating as long as an engine is
running and the shaft speed reduces slowly and finally, it stops Rotating. As soon as the
pedal is pressed the clutch is said to be disengaged. When we completely release the pedal
the movable friction disc slides forward on that shaft.
This is an Engaged condition in which the Pivotal stack connected by the weight plate is
greatest and the spring constrain and subsequently control transmitted is max. The plate is
held between the weight plate. Due to the grinding between the Flywheel plate and weight
plate, the clutch plate spins with the Flywheel. As the plate rotates, the shaft moreover
rotates. The shaft is associated to the transmission. In this way the motor control is
transmitted from the crankshaft to the clutch shaft. One contact plate is catapulted to
Flywheel & the other is mobile over the crankshaft. The sum of torque conveyance depends
on how much the Hub stack is connected to the friction. The mobile plate is splined on a
crankshaft & is able to move back and forward with offer assistance of a pedal. More the
Hub stack more the control transmission less the Pivotal stack lesser control transmission
which moreover implies On the off chance that the stack is zero, control transmitted will be
zero and when the stack will be max spring constrain control transmitted will be maximum.
COMPONENTS OF DISC CLUTCH
 1. Diameter
2. Teeth
3. Lining
4. Lining resilience
5. Torsion damper
6. Rivet
7. Cover plate
8. Hub

Common clutch-related components are:

Flywheel — mounts to the engine crankshaft
Clutch Disk — the friction material assembly that provides easy engagement and firm
torque transference
Pressure Plate — also known as “Clutch Cover” — this is the spring-loaded surface that
locks the clutch
Throw-out bearing — also known as “Release Bearing”
Pilot bearing —centers and supports the transmission input shaft (many cars do not have
this bearing)
Clutch Cable — mechanical release mechanism for some vehicles Clutch Master Cylinder —
force-multiplying cylinder for vehicles with hydraulic release mechanisms
Clutch Slave Cylinder — used along with a Master Cylinder for hydraulic release mechanisms
Hoses, lines, brackets, linkages, etc. — vary from vehicle to vehicle.

Torsional damper
Torsional Vibration Dampers absorb rotational vibrations in internal combustion engines.
The dampers are particularly effective in conjunction with decoupled pulleys, which keep
crankshaft irregularities away from the belt drive and auxiliaries.
Analysis calculations for torsional damper:
Equations of motion of the mechanical system:

where I1, I2 denote mass moments of inertia of the driving and driven parts respectively,
ϕ1, ϕ2 - angular displacements, M(ϕ, A, ϕ˙) - damper friction torque in a cycle represented
by structural hysteresis loop, dependent on the relative angular displacement and its
vibration amplitude respectively and its sign of velocity, M(t) + Mm - variable engine torque
described by a constant average value Mm and a discrete torque M(t) in the form of
harmonic excitation with uniformly varying frequency and constant amplitude i.e. M(t) = M0
cos ωt where M0 is the forced torque moment amplitude, ω - forced frequency, t - time, c -
viscotic damping coefficient, 1 - a limited radius sliding zone presented in work , MT - torque
friction dependent on the sign of angular relative velocity. After introducing to equations (1)
a new variable: ϕ = ϕ1 − ϕ2 in the form of relative shifting angle of damper discs and a
plunger, we obtain:

The solution to equations of motion for the tested system

Where: ψ, α1, β, κ, χ, ξ, y0, y1, y2, y3 are coefficients of equations (9) and (10). Equation
(10) was solved by means of the Newton - Raphson iterative technique method. I obteined
to choose one from the four roots of equation (10) which would satisfy the physical
condition. Finally, we give the relations for the tangent of phase angle ϕ0 and dimensionless
frequency γ as a function of the dimensionless amplitude a.
Teeth
Tooth Clutches transmit torque by engagement of interlocking teeth. Larger amount of
torque may be transmitted with a Tooth Clutch compared to a friction clutch because of
positive tooth engagement. Full Position and Fixed Position variations are available.
We take ISO standards for selecting the clutch teeth.

Lining resilience system

The lining is made of a woven or moulded non-organic material that also contains particles
of soft metal such as aluminium or brass. This improves the strength of the lining and a
series of radial grooves in the lining's face enhances the grip between the flywheel and the
disc.
Rivet

Cover plate
The clutch cover is fitted on the flywheel and serves to engage and disengage the engine
power to transmission.
 Torque and force calculations

APPLICATION OF DISC CLUTCH

The simple application is to connect and disconnect two rotating shafts, one shaft is typically
attached to a motor while the other shaft provides Output power. For example automobiles
work while typically the motions involved are rotary but there can be linear clutches are also
possible.
ADVANTAGE OF DISC CLUTCH

 The Engagement is smooth, with No heat generation unless the operation requires
frequent starts and stops.
 Once engaged there is no slip.
 In some cases, it works as a safety device because it gets disengage when torque crosses
the safety limits.
 Easy to operate.
 They are capable of transmitting partial power.
 Frequent engagement and disengagement are possible.

LIMITATION OF DISC CLUTCH

 The slip of the clutch can cause wear and tear.

 FLEXIBLE COUPLING
INTRODUCTION
Rotating machines in which the drive system and the working machine are different require
an adapting element in order to transmit power between the two sides. For this, a drive
shaft can be used with universal joints or a particular coupling system. Ideally, the two
shafts should be properly connected by a rigid coupling so that the two shafts work as one.
This offers advantages such as not allowing relative movement between the two shafts, the
motor, and the conduced shaft. Vertically positioned applications, such as vertical pumps,
use this solution. More used, however, are flexible couplings, which aim to transmit torque
or rotary motion without slipping and to compensate for axial, parallel, or angular
misalignment. Additionally, the non-linear flexibility of the couplings makes the dynamics of
the rotary movement smoother and improves the dynamic response for both the electric
motor and the work machine. Examples of such couplings can be pumps, air pumps, engine
generator sets, conveyors, crushers, vibrating screens, etc. In practice, flexible coupling can
be a major contributor to performance problems of the two machines, which is why an
extensive study is required for each particular application.
Flexible couplings with bolts used in industrial application are presented in a wide variety of
constructive solutions, in accordance with their functional role and the demands they must
respond to. These demands differ not only by dimensions for each constructive solution but
also by the shape of the elastic element. Two of these variants are standardized: variant N,
normal, and variant B, with spacer bush. In general, couplings are frequently used in the
composition of mechanical transmissions. Flexible couplings with non-metallic elements are
of great importance due to the numerous and very diverse fields of activity.
of equipment and installations they equip (compressors, pumps, generators, pulleys, cranes,
conveyors, mixers, piston motors, general industrial applications, as well as in the
metallurgical industry, the mining industry, the paper industry, and the pulp industry). In
applications, the couplings are made in a great diversity of constructive solutions, a unitary
and generally accepted classification of them being difficult. Specific to flexible couplings
with non-metallic elements is the fact that the transmission of rotational motion and torque
is achieved through the non-metallic element, which dampens shocks and vibrations and
can take axial, radial, angular, or combined deviations. The stress characteristic of non-
metallic coupling elements together with their size and shape of these elements represent a
key design factor for mitigating the transmission of power between the sides of coupling.
WHAT IS COUPLING?
A coupling is a device used to connect two shafts together at their ends for the purpose of
transmitting power. The primary purpose of couplings is to join two pieces of rotating
equipment while permitting some degree of misalignment or end movement or both. In a
more general context, a coupling can also be a mechanical device that serves to connect the
ends of adjacent parts or objects. Couplings do not normally allow disconnection of shafts
during operation, however there are torque-limiting couplings which can slip or disconnect
when some torque limit is exceeded. Selection, installation and maintenance of couplings
can lead to reduced maintenance time and maintenance cost.

TYPES OF COUPLING
 Rigid coupling.
 Flexible coupling.
 Sleeve or muff coupling.
 Split muff coupling.
 Flange coupling.
 Gear coupling.
 Universal joint (Hooke's joint)
 Oldham coupling.
WHAT IS FLEXIBLE COUPLING?
Flexible couplings are utilized to transmit torque starting with one shaft then onto the next
when the two shafts are marginally misaligned. Flexible couplings can oblige fluctuating
degrees of misalignment up to 3° and some parallel misalignment.

Components of flexible coupling

1. Hex nuts 6. Hex nuts

2. Mounting bushings 7. Stack of shims(discs)
3. Shaft hub 8. Intermediate spacer for different configuration
4. Screws (high strength)
5. Bushing pockets
Calculations for design of coupling

Factor of safety is mostly selected

selecting higher F.O.S n=4n=4 based on σγ σγ .
Permissible stresses

By max. shear stress theory:

Selection of material for hub and flanges:-

Select as material for hub and flange because the flanges are having complex shape. So,
they can be manufactured easily with without involving costly machining operations.
Should be having ability to damp the vibrations so they can damp the input vibrations.
Should be cheap and it reduces the overall cost of coupling.
Selecting of F.O.S for hub and flanges:

higher F.O.S n=5n=5 based on σu

Permissible Stress for hubs and flanges:

Selection of standard flexible coupling:

DESIGN OF FLANGE :-
Consider the shear failure of flange at junction of flange and hub.
T=*π×D×(2−tF)+×τind×D2

DESIGN OF SHAFT:-
By using relation
P =2πNT60

DESIGN OF HUB :-
APPLICATIONS OF FLEXIBLE COUPLING
 Machines,
 servomechanisms,
 instrumentation,
 light machinery,
 steel industry,
 the petrochemical industry,
 utilities, off-road vehicles, and heavy machinery
ADVANTAGES OF FLEXIBLE COUPLING
 It can tolerate slight misalignment.
 It can work with shocks and vibrations.
 It can be used for transmitting high torques.
 It is simple in construction.
 It can easily be assembled or dismantled.
LIMITATION OF FLEXIBLE COUPLING
 It has high cost due to additional parts.
 It requires more radial space compared with other types of couplings.