Design of a Friction Clutch Using Dual Belleville Structures

[+] Author and Article Information
Wenming Shen

Power Mechanical Engineering Department, National Tsing Hua University, Hsinchu, Taiwanshen.wm@msa.hinet.net

Weileun Fang

Power Mechanical Engineering Department, National Tsing Hua University, Hsinchu, Taiwanfang@pme.nthu.edu.tw

J. Mech. Des 129(9), 986-990 (Aug 11, 2006) (5 pages) doi:10.1115/1.2748454 History: Received January 29, 2006; Revised August 11, 2006

This paper presents a simplified friction clutch design, which consists of the dual Belleville spring and the friction plates. This design exploits the preset angle on the Belleville spring to increase the friction area during operation; thus, the load on spring is reduced at a given transmitted torque. Due to the increasing of friction area, the Belleville spring can also act as a friction plate, and the components required for the clutch can be reduced. The maximum transmittable torque of the clutch is easily adjusted by varying the preload on the Belleville spring. Moreover, it is very easy to assemble the components of the present clutch. To demonstrate the present design, a prototype friction clutch with a Belleville spring has been fabricated and tested. We showed that the transmitted torque remained constant for different operating speeds.

Copyright © 2007 by American Society of Mechanical Engineers
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Figure 3

Key components of the present friction clutch: driven gear (#1), nut (#2), setscrew (#3), washer (#4), Belleville springs (#5), friction plate (lining, #6), intermediate plates (#7), stud (#8), and drive gear (#9)

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Figure 4

The characteristics of the Belleville spring under different loads, (I) no loading, (II) maximum contact area under critical loading Pc until β=0deg, and (III) the loading over Pc

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Figure 5

Dimensions of the prototype Belleville spring for experiment

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Figure 2

Schematic of the friction clutch with dual Belleville springs

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Figure 1

Schematic of the traditional radian friction clutch

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Figure 10

(a) Schematic of the Belleville spring model, and (b) variation of the load and the deflection δ

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Figure 6

FEM simulation results (a) typical FEM results when β=2deg, t=0.8mm, and preset load of 185N, and (b) the preset loads required to reach the maximum contact area status in Fig. 4 (II) for different thickness t (t=0.6, 0.8, 1.0, 1.2, and 1.5mm) and angle β (β=2deg and 10deg)

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Figure 7

(a) The fabricated key components of the clutch, and (b) the assembly of the components

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Figure 8

The experimental setup for the dynamic spinning test of the clutch

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Figure 9

The torque was close to the preset value of 2Nm for three different operating velocities (20, 40, and 60RPM)



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