Seminar Report On Electromegnetic Clutch

SEMINAR REPORT ON ELECTROMAGNETIC CLUTCH
SEMINAR REPORT
ON
ELECTROMAGNETIC
CLUTCH
DEPARTMENT OF MECHANICAL ENGINEERING,
DEPARTMENT OF TECHNOLOGY,
SHIVAJIUNIVERSITY,
KOLHAPUR.
NAME OF STUDENT:- NAME OF GUIDE:-
SHENDE SHUBHAM LAXMAN MR. M. N. VHATKAR SIR
Department of Technology, Shivaji University, Kolhapur.

(Mechanical Engineering) Page 1
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
This is to certify that the seminar entitled “ELECTROMAGNETIC CLUTCHES”

submitted by SHENDE SHUBHAM LAXMAN, ROLL NO.-43, EXAM SEAT NO.
1213 in partial fulfillment of the requirement for the award of the degree in “Bachelor
of Technology in Mechanical Engineering” of the Department of Technology,
Shivaji University, Kolhapur, Maharashtra is a record of his own work carried out
under my supervision and guidance. The matter embodied in the seminar report has
not been submitted elsewhere for a degree.
MR. M. N. Vhatkar Sir. MR. A. B. Kolekar
Mechanical Engineering Department Head of Department
Shivaji University, Kolhapur. Mechanical Engineering Department
Shivaji University, Kolhapur

CANDIDATE’S DECLERATION
I, SHENDE SHUBHAM LAXMAN declare that this seminar for B. Tech.

(Mechanical Engineering) entitled “(Electromagnetic Clutch)” is my own work
conducted under the guidance of (MR. M. N. Vhatkar Sir). I further declare that to
the best of my knowledge, the seminar for B. Tech. (Mechanical Engineering) does
not contain any part of the work, which has been submitted for the award of any
degree either in this or any other university without proper citation.
Name of Student:- SHENDE SHUBHAM LAXMAN
Roll No:- 43
Exam seat No.:- 1213

ABSTRACT:-
A clutch is a mechanism for transmitting rotation, which can be engaged and

disengaged. Clutches are useful in devices that have two rotating shafts. In
these devices, one shaft is typically driven by motor or pulley, and other shaft
drives another device. 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).
A clutch is a device used to make and break 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.
This seminar revels the manufacturing of electro-magnetic clutch. In place of

Engine, shaft is directly attached to variance (variable motor) and clutch disc
as well as pressure plate is used, in between them friction material called
“Asbestos” used to grip between the pressure plate and clutch plate. This
seminar gives theoretical analysis of Electro-magnetic clutch.
This seminar includes brief study of clutches as well as their classification,

construction, working, etc. along with Electro-magnetic clutch.
In recent development of cars, automatic transmission systems are employed,

which uses centrifugal clutches.
The clutch disc spins with the flywheel. To disengage, the lever is pulled,
causing a pressure plate to disengage the clutch disc from turning the drive
shaft, which turns within the thrust-bearing ring of the lever.
Keywords:- Electro-magnet, Clutch, Pressure plate, Centrifugal clutch.
ACKNOWLEDGEMENT
First of all I would like to sincerely thank my Guide MR. M. N. Vhatkar Sir
for giving me this opportunity to complete this seminar.
I will grab this opportunity to extend my sincere gratitude to MR. A. B.
Kolekar Sir. (Head, Department of Mechanical Engineering, Shivaji
University, Kolhapur).
I sincerely thanks to all my friends, teaching and non-teaching staff for their
valuable guidance and help in performing all work of seminar.
SHENDE SHUBHAM LAXMAN

Roll No.:- 43
Exam Seat No.:- 1213

LIST OF CONTENT
Sr.No. Title Page No.

1. INTRODUCTION 8
2. REQUIREMENTS OF CLUTCH 10
3. MAIN PARTS OF CLUTCH 11
4. CLUTCH ASSEMBLY 13
5. EXPLODED VIEW OF CLUTCH ASSEMBLY 14
6. TYPES OF FRICTION MATERIAL 15
7. PROPERTIES OF GOOD FRICTION LINING 17
8. TYPES OF CLUTCHE 17
8.1 Friction Clutch 17
8.2 Centrifugal Clutch 18
8.3 Semi-centrifugal Clutch 18
8.4 Diaphragm Clutch 18
8.5 Positive Clutch 18
8.6 Hydraulic Clutch 18
8.7 Electromagnetic Clutch 18
8.8 Vacuum Clutch 18
8.9 Over running Clutch or free-wheel unit 18
9. ELECTROMAGNETIC CLUTCH 19
10. CONSTRUCTION OF ELECTROMAGNETIC CLUTCH 20
11. WORKING OF ELECTROMAGNETIC CLUTCH 23
12. OTHER TYPES OF ELECTROMAGNETIC CLUTCH 26
13. ENGAGEMENT TIME 32
14. CONCLUSION 33
15. REFERENCE 34

LIST OF FIGURES
Sr. No. Title Page No.
Figure- 1 Flywheel 11
Figure- 2 Clutch plate 11
Figure- 3 Clutch pedal 12
Figure- 4 Throw- out bearing 12
Figure- 5 Springs 12
Figure- 6 Schematic diagram of Clutch assembly 13
Figure- 7 Clutch assembly 13
Figure- 8 Exploded view of clutch assembly 14
Figure- 9 Main parts of clutch 14
Figure- 10 Leather material 15
Figure- 11 Cork material 16
Figure- 12 Fabric material 16
Figure- 13 Asbestos material 16
Figure- 14 Reybestos and Ferodo material 16
Figure- 15 Schematic view of clutch 19
Figure- 16 Schematic diagram of Electromagnetic clutch 22
Figure- 17 Construction of Electromagnetic clutch 22
Figure- 18 Working of Electromagnetic clutch 24
Figure- 19 Multiple disk clutch 27
Figure- 20 Electromagnetic tooth clutch 28
Figure- 21 Electromagnetic particle clutch 30
Figure- 22 Hysteresis- powered clutch 31

CHAPTER- 1
INTRODUCTION
Electromagnetic clutches operate electrically but transmit torque

mechanically. This is why they used to be referred to as electro-mechanical
clutches. Over the years, EM became known as electromagnetic versus
electro-mechanical, referring more about their actuation method versus
physical operation. Since the clutches started becoming popular over 60 years
ago, the variety of applications and clutch designs has increased dramatically,
but the basic operation remains the same today.
Electromagnetic clutches are most suitable for remote operation since no
mechanical linkages are required to control their engagement, providing fast,
smooth operation. However, because the activation energy dissipates as heat in
the electromagnetic actuator when the clutch is engaged, there is a risk of
overheating. Consequently, the maximum operating temperature of the clutch
is limited by the temperature rating of the insulation of the electromagnet. This
is a major limitation. Another disadvantage is higher initial cost.
Definition of clutch:
The clutch is an important part in the transmission system of automobiles.
It transmits power from the engine to gear box at various speeds. No shock is
caused during this transmission of power.
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.
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.

CHAPTER- 2
REQUIREMENTS OF CLUTCH
• Torque transmission: - The clutch should be able to transmit
maximum torque of the engine.
• Gradual engagement:- The clutch should engage gradually to avoid
sudden jerks.
• Heat dissipation: - The clutch should be able to dissipate large
amount of heat which is generated during the clutch operation due to
friction.
• Dynamic balancing:- The clutch should be dynamically balanced.
This is particularly required in the case of high speed engine clutches.
• Vibrating damping: - The clutch should have suitable mechanism to
damp vibrations and to eliminate noise produced during the power
transmission.
• Size:- The clutch should be as small as possible in size so that it will
occupy minimum space.
• Free pedal play: - The clutch should have free pedal play in order to
reduce effective clamping load on the carbon thrust bearing and wear
on it.
• Easy in operation: - The clutch should be easy to operate requiring as
little exertion as possible on the part of the driver.
• Lightness:- The driven member of the clutch should be made as light
as possible so that it will not continue to rotate for any length of time
after the clutch has been disengaged.

CHAPTER- 3
MAIN PARTS OF CLUTCH
The main parts of clutch are divided into three groups:
3.1 Driving members:- The driving members consist of a flywheel mounted on the
engine crankshaft.
Figure:- 1 Flywheel
3.2 Driven members:- The driven member consists of the disc or plate, called the
clutch plate.
Figure:- 2 Clutch plate

3.3 Operating members:- The operating members consist of a foot pedal linkage,
release or throw out bearing, release levers and springs.
Figure- Pedal, bearing and spring.
Figure:- 3 Clutch pedal
Figure:- 4 Throw Out Bearing
Figure:- 5 Springs

CHAPTER- 4
CLUTCH ASSEMBLY:-
Figure:- 6 Schematic diagram of Clutch assembly
Figure:- 7 Clutch assembly

CHAPTER- 5
EXPLODED VIEW OF CLUTCH ASSEMBLY
Figure:- 8 Exploded view of Clutch assembly
Figure:- 9 Main parts of Clutch

CHAPTER- 6
TYPES OF FRICTION MATERIAL
The friction material of the clutch plate are generally of three types:
1. Mill board type.
2. Moulded type.
3. Woven type.
• Mill board type friction materials mainly include asbestos sheets

treated with different type of impregnates.
• Moulded type friction materials are made from a matrix of asbestos
fiber and starch or any other suitable binding materials.
• Woven type facing materials are made by impregnating a cloth with
certain binders or by wearing threads of brass or copper wires covered
with long fiber asbestos and cotton.
• The woven type friction materials are further classified into types-
laminated type and solid woven type.
The most common friction materials are as follows :
1. Leather:- Coefficient of friction 0.27
Figure:- 10 Leather material

2. Cork:- Coefficient of friction 0.32
Figure:- 11 Cork material

3. . Fabric:- Coefficient of friction 0.40
Figure:- 12 Fabric material

4. Asbestos:- Coefficient off friction 0.20
Figure:- 13 Asbestos material

5. Reybestos and ferodo:- Coefficient of friction 0.20
Figure:- 14 Reybestos and Ferodo material

CHAPTER- 7
PROPERTIES OF GOOD FRICTION MATERIAL
1. Good wearing properties.
2. High coefficient of friction.
3. High resistance to heat.
4. Good binder in it.
5. Cheap and easy to manufacture.
CHAPTER- 8
TYPES OF CLUTCHES
Different types of clutches are as follows:
1. Friction clutch:
(a) Single plate clutch.
(b) Multi-plate clutch:
(1) Wet clutch.
(2) Dry clutch.
(c) Cone clutch.
(1) External clutch.
(2) Internal clutch

2. Centrifugal clutch.
3. Semi-centrifugal clutch.
4. Diaphragm clutch.
(a) Tapered finger type.
(b) Crown spring type.
5. Positive clutch.
(a) Dog and Spline clutch.
6. Hydraulic clutch.
7. Electro-magnetic clutch.
8. Vacuum clutch.
9. Over-running clutch or free-wheel unit.

CHAPTER- 9
ELECTROMAGNETIC CLUTCH
Figure shows an electromagnetic clutch.
In this type of clutch, the flywheel consists of winding from the battery or dynamo.
When the current passes through the winding. it produced an electromagnetic field
which attracts the pressure plate.
Thereby engaging the clutch.
When the supply is cut-off the clutch is disengaged.
The gear lever consists of a clutch release switch.
When the 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.
At low speed when 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.
This type of clutch is used in some Renult cars.
Figure:- 15 Schematic view of Clutch

CHAPTER- 10
CONSTRUCTION
A horseshoe magnet has a north and South Pole. If a piece of carbon steel contacts
both poles, a magnetic circuit is created. In an electromagnetic clutch, the north and
South Pole is created by a coil shell and a wound coil. In a clutch, when power is
applied, a magnetic field is created in the coil. This field (flux) overcomes an air gap
between the clutch rotor and the armature. This magnetic attraction pulls the armature
in contact with the rotor face. The frictional contact, which is being controlled by the
strength of the magnetic field, is what causes the rotational motion to start.
The torque comes from the magnetic attraction, of the coil and the friction between
the steel of the armature and the steel of the clutch rotor. For many industrial clutches,
friction material is used between the poles. The material is mainly used to help
decrease the wear rate, but different types of material can also be used to change the
coefficient of friction (torque for special applications). For example, if the clutch is
required to have an extended time to speed or slip time, a low coefficient friction
material can be used and if a clutch is required to have a slightly higher torque
(mostly for low rpm applications), a high coefficient friction material can be used.
In a clutch, the electromagnetic lines of flux have to pass into the rotor, and in turn,
attract and pull the armature in contact with it to complete clutch engagement. Most
industrial clutches use what is called a single flux, two pole design. Mobile clutches
of other specialty electromagnetic clutches can use a double or triple flux rotor. The
double or trip flux refers to the number of north/south flux paths, in the rotor and
armature.
This means that, if the armature is designed properly and has similar banana slots,
what occurs is a leaping of the flux path, which goes north south, north south. By
having more points of contact, the torque can be greatly increased. In theory, if there
were 2 sets of poles at the same diameter, the torque would double in a clutch.

Obviously, that is not possible to do, so the points of contact have to be at a smaller
inner diameter. Also, there are magnetic flux losses because of the bridges between
the banana slots. But by using a double flux design, a 30%-50% increase in torque,
can be achieved, and by using a triple flux design, a 40%-90% in torque can be
achieved. This is important in applications where size and weight are critical, such as
automotive requirements.
The coil shell is made with carbon steel that has a combination of good strength
and good magnetic properties. Copper (sometimes aluminum) magnet wire, is used to
create the coil, which is held in shell either by a bobbin or by some type of
epoxy/adhesive.
To help increase life in applications, friction material is used between the poles on
the face of the rotor. This friction material is flush with the steel on the rotor, since if
the friction material was not flush, good magnetic traction could not occur between
the faces. Some people look at electromagnetic clutches and mistakenly assume that,
since the friction material is flush with the steel that the clutch has already worn down
but this is not the case. Clutches used in most mobile applications, (automotive,
agriculture, construction equipment) do not use friction material. Their cycle
requirements tend to be lower than industrial clutches, and their cost is more sensitive.
Also, many mobile clutches are exposed to outside elements, so by not having friction
material, it eliminates the possibility of swelling (reduced torque), that can happen
when friction material absorbs moisture.

Figure:-- 16 Schematic diagram of Electromagnetic clutch
Figure: 17 Construction of Electromagnetic clutch

Figure:-

CHAPTER- 11
WORKING OF ELECTROMAGNETIC CLUTCH
The clutch has four main parts: field, rotor, armature, and hub (output) . When
voltage is applied the stationary magnetic field generates the lines of flux that pass
into the rotor. (The rotor is normally connected to the part that is always moving in
the machine.) The flux (magnetic attraction) pulls the armature in contact with the
rotor (the armature is connected to the component that requires the acceleration), as
the armature and the output start to accelerate. Slipping between the rotor face and the
armature face continues until the input and output speed is the same (100% lockup).
The actual time for this is quite short, between 1/200th of a second and 1 second.
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.
Basic operation of electromagnetic clutch:-
• The clutch has four main parts: field, rotor, armature, and hub (output) (Figure-22). When
voltage is applied the stationary magnetic field generates the lines of flux that pass into the
rotor. (The rotor is normally connected to the part that is always moving in the machine.) The
flux (magnetic attraction) pulls the armature in contact with the rotor (the armature is
connected to the component that requires the acceleration), as the armature and the output
start to accelerate. Slipping between the rotor face and the armature face continues until the
input and output speed is the same (100% lockup). The actual time for this is quite short
between 1/200th of a second and 1 second.

Figure:- 18 Working of Electromagnetic clutch
• 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
• 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.
• A constant power supply is ideal if accurate or maximum torque is required from a

clutch. If a non regulated power supply is used, the magnetic flux will degrade, as the
resistance of the coil goes up. Basically, the hotter the coil gets the lower the torque
will 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.
• Based on V = I × R, as resistance increases available current falls. An increase in

resistance, often results from rising temperature as the coil heats up, according to: Rf
= Ri × [1 + αCu × (Tf - Ti)] Where Rf = final resistance, Ri = initial resistance, αCu =
copper wire’s temperature coefficient of resistance, 0.0039 °C-1, Tf = final
temperature, and Ti = initial temperature.

CHAPTER- 12
OTHER TYPES OF ELECTROMAGNETIC CLUTCH
A. Multiple disk clutches:
Introduction – Multiple disk clutches are used to deliver extremely high torque
in a relatively small space. These clutches can be used dry or wet (oil bath).
Running the clutches in an oil bath also greatly increases the heat dissipation
capability, which makes them ideally suited for multiple speed gear boxes and
machine tool applications.
How it works – Multiple disk clutches operate via an electrical actuation but
transmit torque mechanically. When current is applied through the clutch coil,
the coil becomes an electromagnet and produces magnetic lines of flux. These
lines of flux are transferred through the small air gap between the field and the
rotor. The rotor portion of the clutch becomes magnetized and sets up a
magnetic loop, which attracts both the armature and friction disks. The
attraction of the armature compresses (squeezes) the friction disks, transferring
the torque from the in inner driver to the out disks. The output disks are
connected to a gear, coupling, or pulley via drive cup. The clutch slips until
the input and output RPMs are matched. This happens relatively quickly
typically (0.2 - 2 sec).
When the current is removed from the clutch, the armature is free to turn with
the shaft. Springs hold the friction disks away from each other, so there is no
contact when the clutch is not engaged, creating a minimal amount of drag.

Figure:- 19 Multiple disk clutch
B. Electromagnetic tooth clutches:
Introduction – Of all the electromagnetic clutches, the tooth clutches provide

the greatest amount of torque in the smallest overall size. Because torque is
transmitted without any slippage, clutches are ideal for multi stage machines
where timing is critical such as multi-stage printing presses. Sometimes, exact
timing needs to be kept, so tooth clutches can be made with a single position
option which means that they will only engage at a specific degree mark. They
can be used in dry or wet (oil bath) applications, so they are very well suited
for gear box type drives.
They should not be used in high speed applications or applications that have
engagement speeds over 50 rpm otherwise damage to the clutch teeth would
occur when trying to engage the clutch.

How it works–– Electromagnetic tooth clutches operate via an electric actuation

but transmit torque mechanically. When current flows through the clutch coil,
the coil becomes an electromagnet and produces magnetic lines of flux. This
flux is then transferred through the small gap between the field and the rotor.
The rotor portion of the clutch becomes magnetized and sets up a magnetic
loop, which attracts the armature teeth to the rotor teeth. In most instances, the
rotor is consistently rotating with the input (driver). As soon as the clutch
armature and rotor are engaged, lock up is 100%.
When current is removed from

from the clutch field, the armature is free to turn
with the shaft. Springs hold the armature away from the rotor surface when
power is released, creating a small air gap and providing complete
disengagement from input to output.
Figure:- 20 Electromagnetic tooth clutch

C. Electromagnetic particle clutches:
Introduction – Magnetic particle clutches are unique in their design, from

other electro-mechanical clutches because of the wide operating torque range
available. Like a standard, single face clutch, torque to voltage is almost
linear. However, in a magnetic particle clutch torque can be controlled very
accurately. This makes these units ideally suited for tension control
applications, such as wire winding, foil, film, and tape tension control.
Because of their fast response, they can also be used in high cycle application,
such as card readers, sorting machines, and labeling equipment.
How it works – Magnetic particles (very similar to iron filings) are located in
the powder cavity. When current flows through the coil, the magnetic flux that
is created tries to bind the particles together, almost like a magnetic particle
slush. As the current is increased, the magnetic field builds, strengthening the
binding of the particles. The clutch rotor passes through the bound particles,
causing drag between the input and the output during rotation. Depending
upon the output torque requirement, the output and input may lock at 100%
transfer.
When current is removed from the clutch, the input is almost free to turn with
the shaft. Because the magnetic particles remain in the cavity, all magnetic
particle clutches have some minimum drag.

Figure:- 21 Electromagnetic particle clutch
D. Hysteresis-powered
powered clutch:
clutch
Electrical hysteresis units have an extremely high torque range. Since these
units can be controlled remotely, they are ideal for testing applications where
varying torque is required. Since drag torque is minimal, these units offer the
widest available torque range of any electromagnetic product. Most
applications involving powered hysteresis units are in test stand requirements.
Since all torque is transmitted magnetically, there is no contact, so
s no wear
occurs to any of the torque transfer components providing for extremely long
life.
When the current is applied, it creates magnetic flux. This passes into the rotor
portion of the field. The hysteresis disk physically passes through the rotor,
without touching it. These disks have the ability to become magnetized
depending upon the strength of the flux (this dissipates as flux is removed).
This means, as the rotor rotates, magnetic drag between the rotor and the
hysteresis disk takes place causing rotation. In a sense, the hysteresis disk is
pulled after the rotor. Depending upon the output torque required, this pull
eventually can match the input speed, giving a 100% lockup.
When current is removed from the clutch, the armature is free to turn and no
relative force is transmitted between either members. Therefore, the only
torque seen between the input and the output is bearing drag.
Figure:- 22 Hysteresis- powered clutch

CHAPTER- 13
ENGAGEMENT TIME
There are actually two engagement times to consider in an electromagnetic clutch.

The first one is the time that 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.. 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 to 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.

CHAPTER- 14
CONCLUSION
Having designed and constructed the circuit it was felt that it met all of the given
specifications although there were still a number of improvements that could have
been made. These improvements have been covered briefly in the discussion section
and given more time they could have been implemented in the circuit. As already
mentioned the only specifications not met were that on start-up the machine should
rotate for 3 seconds in one direction before braking and reversing. Using the clutch
method mentioned in the discussions could solve this but the design brief given did
not extend to cover the drum so has not been included in the final design.
During the course of the project a number of other points became evident which
greatly ease the process of designing an electronic circuit. Simulation using a
computer package such as Pspice saves a considerable amount of time by allowing the
circuit to be easily laid out and tested. Any changes required can be made easily
without disturbing the rest of the circuit. Another advantage of Pspice is the ability to
produce graphs of the outputs from the circuit, which can then be scaled, formatted
and printed as required. To do this for the actual circuit requires very specialised and
expensive equipment.
In conclusion, the group felt that all objectives had been met and that the final circuit
was successful in fulfilling its role. A number of important lessons were learned about
the problems involved in designing a circuit to meet a real-world need and ways of
overcoming these problems were found.

CHAPTER- 15
REFERENCE
1. www.wikipedia.com
2. www.seminarsonly.com
3. www.gnu.inflibnet.ac.in
4. www.mikipulley-us.com
5. www.internationaljournalssrg.org
6. www.scribd.com
7. www.suco-tech.com
8. www.bibus.sk
9. www.warnerelectric-direct.com
10.Theory of Machines by R. S. Khurmi and J. P. Gupta




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SEMINAR REPORT ON ELECTROMAGNETIC CLUTCH

DEPARTMENT OF MECHANICAL ENGINEERING,

NAME OF STUDENT:- NAME OF GUIDE:-

SHENDE SHUBHAM LAXMAN MR. M. N. VHATKAR SIR

Department of Technology, Shivaji University, Kolhapur.

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that the seminar entitled “ELECTROMAGNETIC CLUTCHES”

MR. M. N. Vhatkar Sir. MR. A. B. Kolekar

Mechanical Engineering Department Head of Department

Shivaji University, Kolhapur. Mechanical Engineering Department

Shivaji University, Kolhapur

Department of Technology, Shivaji University, Kolhapur.

I, SHENDE SHUBHAM LAXMAN declare that this seminar for B. Tech.

Name of Student:- SHENDE SHUBHAM LAXMAN

Exam seat No.:- 1213

Department of Technology, Shivaji University, Kolhapur.

A clutch is a mechanism for transmitting rotation, which can be engaged and

This seminar revels the manufacturing of electro-magnetic clutch. In place of

This seminar includes brief study of clutches as well as their classification,

In recent development of cars, automatic transmission systems are employed,

SHENDE SHUBHAM LAXMAN

Department of Technology, Shivaji University, Kolhapur.

Sr.No. Title Page No.

Department of Technology, Shivaji University, Kolhapur.

Sr. No. Title Page No.

Department of Technology, Shivaji University, Kolhapur.

Electromagnetic clutches operate electrically but transmit torque

Department of Technology, Shivaji University, Kolhapur.

Department of Technology, Shivaji University, Kolhapur.

Department of Technology, Shivaji University, Kolhapur.

The main parts of clutch are divided into three groups:

Figure:- 2 Clutch plate

Department of Technology, Shivaji University, Kolhapur.

Figure:- 3 Clutch pedal

Figure:- 4 Throw Out Bearing

Department of Technology, Shivaji University, Kolhapur.

Figure:- 6 Schematic diagram of Clutch assembly

Figure:- 7 Clutch assembly

Department of Technology, Shivaji University, Kolhapur.

EXPLODED VIEW OF CLUTCH ASSEMBLY

Figure:- 8 Exploded view of Clutch assembly

Figure:- 9 Main parts of Clutch

Department of Technology, Shivaji University, Kolhapur.

TYPES OF FRICTION MATERIAL

1. Mill board type.

• Mill board type friction materials mainly include asbestos sheets

The most common friction materials are as follows :

1. Leather:- Coefficient of friction 0.27

Figure:- 10 Leather material

Department of Technology, Shivaji University, Kolhapur.

2. Cork:- Coefficient of friction 0.32

Figure:- 11 Cork material

Figure:- 12 Fabric material

Figure:- 13 Asbestos material

Figure:- 14 Reybestos and Ferodo material

Department of Technology, Shivaji University, Kolhapur.

PROPERTIES OF GOOD FRICTION MATERIAL

1. Good wearing properties.