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2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

Performance verification test of coaxial centrifugal clutch for

motorcycle transmission system

Zih-Chun Dai 1
1
Doctoral Student, Graduate School of Engineering Science and Technology,
National Yunlin University of Science and Technology, Republic of China

a3645172@gmail.com

Abstract. With the popularization of motorcycles, the demand for motorcycles is getting
higher and higher. Therefore, the improvement of power output, the reduction of pollutants
discharged, the replacement of waste, the improvement of efficiency and the reduction of fuel
use, are also relatively important. Stop-and-go on urban driving will keep the clutch in a state
of being engaged and not engaged. The clutch cannot be engaged and is constantly worn. The
output efficiency of the CVT belt-type continuously variable transmission system clutch used
in the transmission is only about 70~80%. Transmission efficiency. Furthermore, since the
traditional CVT belt-type system clutch mainly relies on the action of the centrifugal roller to
change the reduction ratio, when encountering different driving conditions and need to
accelerate and decelerate, this will make the working area of the internal combustion engine in
an unstable state. The matching structure between the automatic clutch weight and the
telescopic spring in the reciprocating separation state and the fitted state is replaced, which
effectively reduces the problem of uneven contact surfaces of the plates in the past, and
prevents the elastic aging from affecting the uniform transmission of power, resulting in the
entire dry clutch The life span of the engine is improved and the efficiency of power
transmission is maintained, thereby reducing fuel consumption and producing more complete
engine power. Therefore, the "Design Performance Verification of Coaxial Contact Centrifugal
Ball Clutch" is proposed mainly to verify that the coaxial contact centrifugal ball clutch has
better performance than the CVT belt-type clutch.

1. Introduction
With the popularization of motorcycles nowadays, people’s demand for motorcycles is no longer just a
means of transportation. Therefore, it is important for motorcycles to increase power output, reduce
pollutants emitted, replace waste, and improve efficiency and reduce fuel use also important.
Taiwan is a well-known motorcycle island. According to the statistics of the Environmental
Protection Agency, there are 21,691,050 vehicles in total in Taiwan in 2020. Most of the
transportation in the entire city is carried out by motorcycles, and Taiwan’s transportation environment
It has the following characteristics: 1. Because Taiwan is a mountainous terrain, the terrain is
undulating, and the terrain is undulating, and it often needs to climb; 2. Stop and go, Taiwan is narrow
and densely populated, with high population density, and most of the working places It is located in an
urban area where business offices are concentrated, and the accommodation location is in the suburbs.
When commuting to work, you have to go and stop in the congested traffic. Because Taiwan is narrow

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2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

and densely populated, you must face the long distance when transporting goods. With the car array
and the scarcity of parking spaces, most people still choose to take motorcycles to transport goods, and
even most of the logistics system in Taiwan relies on motorcycles ranging from 125CC to 150CC. The
above characteristics will cause a heavier burden on traditional clutches as shown below:
1. On the uphill section and load, the friction between the hoof block and the bowl will be more
intense. Even if the transmission is in good condition, if it continues to rotate at a low speed
(less than 3,000 rpm), the centrifugal force thrown from the hoof block will be lower. If the
body of the vehicle is too heavy or the mountain is driven at a high slope, the shoe block
cannot move the outer cover, and the shoe block and the outer cover will slip.
2. Stop and go will keep the clutch in a state of being engaged and not engaged, making the
clutch unable to engage and wear continuously.

2. Clutch structure

2.1. CVT belt-type system clutch

Compared with chain transmission, the CVT belt-type clutch has the advantages of smooth gear
shifting, simple structure, easy operation, light weight, and convenient maintenance[1]. However, the
most criticized problem of CVT belt-type system clutch is the poor power transmission efficiency.
Compared with the more direct transmission of chain transmission, the output efficiency of CVT belt-
type system clutch is only about 70~80 %[2].
Furthermore, since the traditional CVT belt-type continuously variable transmission system clutch
mainly relies on the action of the centrifugal roller to change the reduction ratio, when encountering
different driving conditions and need to accelerate and decelerate, this will make the working area of
the internal combustion engine in an unstable state and cause the power transmission system The
impact and fuel consumption of internal combustion engines have increased [3].
Therefore, if the transmission efficiency of the clutch of the CVT belt-type continuously variable
transmission system can be improved, not only the driving experience will be more excellent, but also
the effect of environmental protection and energy saving can be achieved. In particular, the
government has recently introduced more stringent seven-phase environmental protection regulations.
In terms of engine technology, automakers have adopted injection systems to reduce fuel consumption
and pollution. However, the traditional CVT belt-type continuously variable transmission system is
still maintained in the transmission system. The clutch is a pity. In addition to environmental
protection and energy saving, other studies have pointed out that because fuel-saving and power
characteristics depend on the reduction ratio setting, fuel-saving performance, acceleration
performance and high-speed performance cannot be taken into account, and can only be selected
according to the set characteristics [4].
In order to improve the shortcomings of the above-mentioned CVT belt-type continuously variable
transmission system clutch, many researchers have tried to improve the performance with a
mechanical, electronic and other compound variable transmission mechanism [4-5].
However, due to the cost, size, ease of operation, and convenience of subsequent maintenance,
most research results have not been introduced into commercial mass production. Therefore, the
coaxial contact centrifugal ball clutch is improved on the traditional CVT belt-type continuously
variable transmission system clutch structure, trying to develop a component that can popularize and
improve performance, and this research will verify its performance.

2.2. Coaxial contact centrifugal ball clutch

A centrifugal clutch that replaces the shoe with a counterweight ball provides the positive force of the
clutch by the engine speed.
Therefore, the higher the speed, the greater the clutch clamping force, so it can be adjusted to the
vehicle output setting, and the engagement speed can be adjusted by a compression spring. The
coaxial contact centrifugal ball clutch adopts double clutch plates to greatly increase the friction area

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2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

2.5 times larger than the traditional one.), to provide better transmission efficiency. The outer cover
component is only responsible for the transmission drive without any friction and pressure, which can
make the coaxial contact centrifugal ball clutch have a better service life, and it will not be exploded
by the traditional outer cover bowl. Dangerous factors exist, and the safety is better improved. The
friction structure of the coaxial contact centrifugal ball clutch uses the same structure as the gear
clutch, and is engaged in a full plane manner. The overall structure is shown in Figure 1 below.

Figure 1. Single piece diagram of

overall structure.
1. Clutch disc: Clutch discs are engaged in contact with each other without breaking.
2. Counterweight beads: The counterweight ball replaces the traditional shoe block, provides the
positive force of the clutch, and can be adjusted according to the vehicle output setting.
3. Compression spring: It is used to resist the positive force generated by the rotating centrifugal
force of the counterweight ball to achieve the automatic engagement rpm setting.
4. Spring pressure version: Used to fix the compression spring and friction clutch plate to
achieve power transmission to the clutch plate.
5. Pressure plate: It is installed between the upper and lower clutch plates to achieve power
transmission to the clutch plates.
6. Inner seat ring: The inner seat gear plate and the opening and closing plate are locked, that is,
synchronous rotation drives the spring plate and plate.
7. Bead holder: Place the ball, and calculate the slope angle accurately, the ball provides a
positive force by rotating centrifugal force.
8. Pass the outer cover: It is locked on the rear reduction gear shaft core and clamped to the 8
clamping grooves on the clutch plate, so that the engine power is transmitted to the rear
reduction gear and the rear wheel via the clutch.

2.3. The action difference between CVT belt-type system clutch and coaxial contact centrifugal ball
clutch
1. The clutch counterweight and the supporting structure between the telescopic and telescopic
weights originally used for the reciprocating separation state and the attached state are
changed to the centrifugal roller on the disc to squeeze and push the disc to achieve the
purpose of power transmission.
2. Provide a dry clutch for saddle vehicles with a coaxial fixed surface contact passive clutch
plate, which can effectively reduce the problem of uneven contact surfaces of the plates in the
past, and eliminate the distance of the counterweight of the telescopic spring control clutch
The supporting structure prevents the elastic aging from affecting the uniform transmission of
power, and reduces the structural damage caused by physical effects such as thermal
expansion and contraction of the clutch shell due to direct frictional contact.
3. Improve the setting position of the spring to prevent the column guide pin from being
damaged by stress, so that the service life of the entire dry clutch is improved and the power
transmission efficiency is maintained.

3
2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

4. Change the current counterweight ball to a separate ball, the ball body can change the friction
from two places (ball seat bearing plate and spring pressure plate) to rolling separately, and
the ball does not produce friction on the other two parts, It will not cause malfunction due to
the increase of the friction coefficient of the other two parts.

3. Experimental process

3.1. Experimental equipment

3.1.1. Motorcycle chassis dynamometer. The motorcycle chassis dynamometer used in this project is
manufactured by DYNOSTAR Company, the model is D70Ti, the maximum dynamic horsepower is
465 kW, the speed is 325 km/h, and the powerful air-cooled eddy current fan can make the
dynamometer have a better cooling effect. For professional testing and tuning of extremely
horsepower vehicles, the inertia rollers are equipped with tungsten carbide anti-skid coating to make
the tires less prone to skidding. The specifications are shown in Figure 2 below.

Figure 2. Test equipment diagram of

locomotive chassis power machine.

3.1.2. Experimental vehicle. This experiment uses Yamaha CYGNUS-X NXC125RA 124c.c, the total
mileage of the 2016 model is 39 kilometers, which is equivalent to the state of a new car.

3.2. Experimental categories

3.2.1. Power test. This part discusses the changes in horsepower and torque after replacing the coaxial
contact centrifugal ball clutch on a motorcycle. The results verify that the DYNOSTAR D70
motorcycle chassis dynamometer is used. The motorcycle is warmed up for about 10 minutes before
the test. The engine cylinder head is irradiated with a handheld infrared temperature gun. After
confirming that the operating temperature range is 80℃~100℃, the test is started. The test method
adopts the inertia dynamic (Roll On) test, which uses the inertia of the roller to obtain acceleration
data and calculates the horsepower and torque. First, start recording when the vehicle speed is
stabilized at 30km/hr, and stop recording at full throttle until the speed is 80km/hr, and operate
continuously for five times. After the CVT belt-type system clutch is tested, replace the coaxial
contact centrifugal ball clutch and repeat the above test procedure.

3.2.2. Engagement rpm experiment. 1. Use the Sweep test (SW) function option for Zero Sweep test.
Set the release speed to 5km/h.s-1 and the end speed to 90km/h. 2. After saving the test settings and
returning to the monitoring screen, turn the blue pointer (representing the eddy current limit point) to
the bottom of the table and adopt the Zero Sweep method. 3. Press enter on the remote control to start
recording 4. Test the vehicle with full throttle (press the record button in the idle state and fully open
the throttle) 5. The recording will automatically end when the set speed is reached. 6. Then go to the
Database to open the test data and output an Excel file. 7. Analyse the output CSV file, and take the
record point of the speed per hour as the engagement rpm point. 8. Repeat the operation five times and
record the joints, and take the average of the five joints as the final value.

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2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

4. Results and Discussion

4.1. CVT belt-type system clutch horsepower and torque

The CVT belt-type continuously variable transmission system clutch was used for five Roll On power
tests. From the test results in the figure below, the average power value is 7.18 Hp/7.86 Nm (as shown
in Figure 3 and Table 1).

Figure 3. CVT belt-type system clutch

horsepower torque diagram.

Table 1. CVT belt-type system clutch maximum horsepower

torque value table.
esting times 1 2 3 4 5 AVG
Horsepower(hp) 7.1 7.2 7.3 7.2 7.1 7.18
Torque(Nm) 7.8 7.9 8.0 7.8 7.8 7.89

Five Roll On power tests were carried out with a coaxial contact centrifugal ball clutch, and the
average test result was 7.58Hp / 8.2Nm. (As shown in Figure 4 and Table 2)

Figure 4. Horsepower and torque diagram of

coaxial contact centrifugal ball clutch.

Table 2. CVT belt-type system clutch maximum horsepower torque

value table.

5
2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

testing times 1 2 3 4 5 AVG

Horsepower(hp) 7.6 7.6 7.6 7.6 7.5 7.58
Torque(Nm) 8.2 8.2 8.2 8.2 8.2 8.2

Five Roll On power tests were carried out with the CVT belt-type system clutch and the coaxial
contact centrifugal ball clutch respectively. From the test results in the table below, the average power
value of the CVT belt-type system clutch was 7.18 Hp/7.86 Nm, the average test result of the coaxial
contact centrifugal ball clutch is 7.58Hp / 8.2Nm. Compared with the data of the CVT belt-type
continuously variable transmission system clutch, there is an increase of 0.4Hp / 0.34 Nm, the overall
percentage increase benefit, the horsepower increase by 5.57% and The torque is increased by 4.33%,
as shown in Table 3.
Table 3. Comprehensive analysis table of horsepower and torque for CVT belt-type
system clutch and coaxial contact centrifugal ball clutch.
frequency 1 2 3 4 5 AVG
Horsepower
7.1 7.2 7.3 7.2 7.1 7.18
CVT belt-type (hp)
system Torque
7.8 7.9 8.0 7.8 7.8 7.86
(Nm)
Coaxial Horsepower
7.6 7.6 7.6 7.6 7.5 7.58
contact (hp)
centrifugal ball Torque
clutch 8.2 8.2 8.2 8.2 8.2 8.2
(Nm)
Horsepower% 7.04 5.56 4.11 5.56 5.63 5.57
Increased%
Torque% 5.13 3.80 2.50 5.13 5.13 4.33

4.2. Engagement RPM

4.2.1. CVT belt-type system clutch engagement rpm. The clutch engagement point of the CVT belt-
type continuously variable transmission system is the engine speed engagement point where the
engine outputs power to the tires. Therefore, the engine speed detected by the horsepower meter
database is extracted as the reference value when the tire rotates. The average value of the engagement
point speed of the CVT belt-type continuously variable transmission system clutch is rounded to an
average value of 3581rpm. (As shown in Table 4)
Table 4. Clutch engagement point of CVT belt-type system
TEST 1 2 3 4 5 AVG
CVT belt-type RPM 3750 895 3561 2977 313
system TEST 6 7 8 9 10 3581
RPM 822 3346 3894 3916 3518

4.2.2. Coaxial contact centrifugal ball clutch engagement rpm. The coupling point of the coaxial
contact centrifugal ball clutch is the engine speed point at which power is output to the tire. Therefore,
the engine speed detected by the horsepower meter database is extracted as the reference value when
the tire rotates. The average value of the engagement rpm of the coaxial contact centrifugal ball clutch
is rounded to the average value of 2425rpm. (As shown in Table 5)

6
2021 3rd Asia Conference on Automation Engineering (ACAE 2021) IOP Publishing
Journal of Physics: Conference Series 2141 (2021) 012008 doi:10.1088/1742-6596/2141/1/012008

Table 5. Clutch engagement point of CVT belt-type system

TEST 1 2 3 4 5 AVG
Coaxial
contact RPM 2860 2070 2678 2516 2462
centrifugal ball TEST 6 7 8 9 10 2425
clutch
RPM 2321 2378 2015 2146 2799

5. Conclusion
The CVT belt-type system clutch and the coaxial contact type centrifugal ball clutch are respectively
subjected to five Roll On power tests. The average power value of the CVT belt-type system clutch is
7.18 Hp/7.86 Nm, and the coaxial contact type centrifugal ball clutch the average test is 7.58Hp /
8.2Nm. Compared with the CVT belt-type system clutch data, there is an increase of 0.4Hp / 0.34 Nm.
The overall efficiency is improved by a percentage. The horsepower is increased by 5.57% and the
torque is increased by 4.33%.
The average engagement rpm of the coaxial contact centrifugal ball clutch is 2425 rpm, and the
average engagement rpm of the CVT belt-type continuously variable transmission system clutch is
3581.2 rpm. According to the experimental values, observe the engagement rpm output of the coaxial
contact centrifugal ball clutch. The power is earlier, and the power can be reacted faster when the
engine starts at the throttle.
The overall performance of the coaxial contact centrifugal ball clutch is effectively improved to
that of the traditional CVT belt-type system clutch. It is expected that the performance of WMTC
vehicle-specific fuel consumption and pollution values can be added in future experiments.

6. References

[1] Chung Y Y 1997 Dynamic analysis of a rubber-v-belt continuously variable transmission

(National Tsing Hua University Department of Power Mechanical Engineering, Hsinchu City).
[2] Cho C Y 1998 Vibrations of Flat Belt Continuously Variable Transmission (National Tsing Hua
University Department of Power Mechanical Engineering, Hsinchu City).
[3] Kuo D L 2010 A Study of Electronically Controlled Continuously Variable Transmission
System for Scooter Motorcycle (Taipei Tech Department of Vehicle Engineering, Taipei).
[4] Hsieh D L2013 Study of Mechanical Manual-Automatic ontinuously Variable Transmission
Systems (National Chung Hsing University Department of Mechanical Engineering, Taichung).
[5] Sheu in K B 2011 The Desing of Differential and continuously variable (The Journal of
Technology Vol 16 No. 1) pp 115-124.