A Partial Synopsis On

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A Partial Synopsis on cone clutch

Submitted by

NISHANT KUMAR

REG NO:-10904359

ROLL:-M2R01-B26

to

Department of Mechanical Engineering

In partial fulfilment of the Requirement for the

Award of the Degree of

Bachelor of Technology in Mechanical engineering

Under the guidance of

Mr.Dhirendra kumar

(Asst. Professor)


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CONE CLUTCH

INTRODUCTION:-

A cone clutch is a type of clutch that utilizes a conical friction surface whichmeshes into a conical flywheel, wedging itself into a locked position. The act of

the cone clutch wedging into the cone-shaped flywheel produces a much stronger

lock up than that of a flat clutch and a flat flywheel.One of the benefits of a cone

clutch is that the clutch pedal does not need to be depressed completely in order to

shift the transmission. Unlike a typical flat clutch system that requires complete

pedal depression in order to release the clutch from the flywheel, the cone clutch

requires only partial depression to break the friction bond of the clutch and allow

easy shifting. In a cone clutch application, less material is worn away due to the

nature of the cone pulling into its cone-shaped flywheel. The need to depress the

clutch pedal minimally in order to shift means less slippage between gearselections, which results in less wear.
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The cone clutch is an axially actuated clutch which is able to transmit a relatively

high torque for its size compared to a single disk plate clutch of the same

dimensions.Cone clutch serves the same purpose as a disk or plate clutch.

However, instead of mating two spinning disks, the cone clutch uses two conical

surfaces to transmit torque by friction. The cone clutch transfers a higher torquethan plate or disk clutches of the same size due to the wedging action and increased

surface area. Cone clutches are generally now only used in low peripheral speed

applications although they were once common in automobiles and other

combustion engine transmissions. The cone angle is always above 8o and is

normally between 12o and 15o. If the angle is less than this value than the clutch is

liable to jam in engagement.

THEORY:-

There are two operating conditions applicable to clutch plates:-

Uniform wear theory :- Applicable for practical clutch assemblies after

period of operation

Uniform pressure theory :- Applicable for new clutch plate friction linings

Cone Clutch

Fa = Axial Applied Force (N)

Fn = Axial Normal Force (N)

P = Clutch Power kW

M = Clutch Torque (Nm)

= Coefficient of Friction.

r = Radius of clutche ring

ri, ro = Inner, Outer radius of clutch. (m)
http://en.wikipedia.org/wiki/Clutchhttp://en.wikipedia.org/wiki/Clutch


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n = Rotational Speed (RPM)

p = Pressure for friction surface(N/m2)

Pmax= Max. press. for friction surface(N/m2)

Uniform Wear :-

From the above formulae for Force and torque it is clear that

T = F. .(ro + ri ) /( 2.sin )

Uniform pressure:-

From the above formulae for Force and torque it is clear that

WORKING OF CONE CLUTCH:-

Once actuated, compressed air is led into the piston space, moving the friction

cones, axially, into contact with the friction surfaces driven by the engine. Given


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enough pressure, the two friction surfaces become one rotating mass, transferring

torque from the engine to the gear. With this particular clutch we see four rubber

elements; in transmitting power from the "cones" to the output shaft, these

elements dampen torsional vibrations and allow for slight misalignments.

APPLICATION OF CONE CLUTCH:-

Used in early automobiles

High-performance racing applications

Shore racing boats Heavy solid steel machines

One factor making the cone clutch system popular in racing applications is its ease

of reconditioning. A cone clutch can be rebuilt and reused many times instead of

replacing the clutch with a new unit. The materials used in the typical flat clutch

are far more lightweight than those used in a cone system. Where the clutch disk in

a flat system is made of very thin and lightweight steel, the cone unit is made of

heavy, solid steel machined into the correct tolerances. The very strength of a cone

clutch unit eliminates the need for a flywheel. By packaging the entire clutch unit

into a smaller rotating mass, the vehicle is able to accelerate much more quicklyand the engine is able to reach its peak operating power level much faster than a

flat clutch system model. In a racing application, this means that the vehicle can

accelerate faster out of a corner and reach its top power-producing abilities much

quicker than non-cone clutched competitors. In racing applications this often

means an advantage in coming up to speed. In off-shore racing boats, this can

mean faster acceleration from plane.


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AUTOMOBILE POWERTRAIN:- In a modern car with a manual

transmission the clutch is operated by the left-most pedal using a

hydraulic orcable connection from the pedal to the clutch mechanism.

On older cars the clutch might be operated by a mechanical linkage.

Even though the cone clutch may physically be located very close tothe pedal, such remote means of actuation are necessary to eliminate the

effect of vibrations and slight engine movement, engine mountings

being flexible by design. With a rigid mechanical linkage, smooth

engagement would be near-impossible because engine movement

inevitably occurs as the drive is "taken up."

The default state of the clutch is engaged - that is the connection

between engine and gearbox is always "on" unless the driver presses thepedal and disengages it. If the engine is running with clutch engaged and

the transmission in neutral, the engine spins the input shaft of the

transmission, but no power is transmitted to the wheels.

The clutch is located between the engine and the gearbox, as

disengaging it is required to change gear. Although the gearbox does not

stop rotating during a gear change, there is no torque transmitted through

it, thus less friction between gears and their engagement dogs. The

output shaft of the gearbox is permanently connected to the final drive,then the wheels, and so both always rotate together, at a fixed speed

ratio. With the clutch disengaged, the gearbox input shaft is free to

change its speed as the internal ratio is changed. Any resulting

difference in speed between the engine and gearbox is evened out as the

clutch slips slightly during re-engagement.

Clutches in typical cars are mounted directly to the face of the engine's

flywheel, as this already provides a convenient large diameter steel diskthat can act as one driving plate of the clutch. Some racing clutches use

small multi-plate disk packs that are not part of the flywheel. Both clutch

and flywheel are enclosed in a conical bell housing, which (in a rear-

wheel drive car) usually forms the main mounting for the gearbox
http://en.wikipedia.org/wiki/Automobilehttp://en.wikipedia.org/wiki/Manual_transmissionhttp://en.wikipedia.org/wiki/Manual_transmissionhttp://en.wikipedia.org/wiki/Automobile_pedalhttp://en.wikipedia.org/wiki/Hydraulichttp://en.wikipedia.org/wiki/Cablehttp://en.wikipedia.org/w/index.php?title=Final_drive&action=edit&redlink=1http://en.wikipedia.org/wiki/Flywheelhttp://en.wikipedia.org/wiki/Bellhousinghttp://en.wikipedia.org/wiki/Automobilehttp://en.wikipedia.org/wiki/Manual_transmissionhttp://en.wikipedia.org/wiki/Manual_transmissionhttp://en.wikipedia.org/wiki/Automobile_pedalhttp://en.wikipedia.org/wiki/Hydraulichttp://en.wikipedia.org/wiki/Cablehttp://en.wikipedia.org/w/index.php?title=Final_drive&action=edit&redlink=1http://en.wikipedia.org/wiki/Flywheelhttp://en.wikipedia.org/wiki/Bellhousing


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