hybrid clutch

8/18/2019 hybrid clutch

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Assignment WorkingBSc(Hons) in Mechanical Engineering/BTEC HND in

Mechanical Engineering

Task 1

Initial proposal briefing.

Hybrid clutch system for automobiles.

Introduction.

Clutch systems are available in almost every automobile around the world. Basically

clutch is a device used to couple two rotating shafts. In automobiles clutch is used to couple

and decouple the engine output shaft or the fly wheel to the gear box input shaft which will

engage and disengage in changing gears.

In vehicle clutches, it uses friction as the coupling method. riction between two

rotating disks holds the coupling and keep the shafts rotating.

!ain drawback of this friction coupling is ""wear#. $ue to the friction the rubbing

surfaces tends to wear with the time or with heavy use of the clutch in a bad manner, because

of this wearing slip between two coupling surfaces occur resulting the coupling to fail.

In this hybrid clutch system old conventional friction coupling is replaced by

magnetic and fluid coupling. Therefore %earing between two faces have reduced drastically

ensuring the clutch system more reliable.

Concept.

& concept can be defined as a solution for an existing problem. 'o let(s check what is

the reason for this newer clutch system or the problem with the old clutch system.

Initial problem) Conventional clutches depend on friction coupling. riction between the

materials will wear the rubbing surfaces. In this case friction surface on the flywheel and

clutch plates as shown below.

1

Fly wheel friction surface

Figure 1: Fly wheel friction surface


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Therefore with the time this wearing effect due to friction cause slip between clutch plate and

the flywheel friction surface. 'o power losses will occur and performance of the vehicle get

*educed. &lso maintenance cost will increase due to the wearing of clutch plats and parts. 'o

this will arise two main problems,

1.+ *educing or preventing the wearing of clutch plates.

.+ *educing energy losses due to friction and slip.

Solution: rom the above given facts it is proven that reason for the above two problems are

mainly friction. 'o reducing the friction will reduce the wearing and also the slip and energylosses. 'o following solution methods can be given.

1.+ -ower transmission without friction coupling.

&s mentioned earlier in a clutch, power transmission occurs due to friction

coupling. Therefore if we replace this friction coupling from some other type

of coupling method such as fluid coupling, magnetic coupling and etc. these

frictional losses and slip can be prevented.

2

Figure 2: Clutch plate frictionsurface

Clutch plate friction


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Rationale.

This proect involve about automobile power transmission. &utomobile is known as a

sub part of mechanical engineering. &ll the mechanical engineering related fields such as

thermodynamics, mechanical principles / physics, electronics, energy management and

mechatronics are used in this proect. &s an examples, reducing energy losses belongs to

energy management and thermodynamics, power transmission methods are belong to

mechanical principles fields can be given. 'o this proect is much related to mechanical

engineering.

Conducting literature review.

Before doing each and every proect works it is obvious to read some 0uality literature

reviews. By reading them you can grab so many ideas and implement them in your way to

make your proect a success. Therefore even for this proect also it is a must to read a

literature review. 'o I can get the detailed knowledge about the functionality and the

integration of the parts associated with the clutch system.

&fter going through some literature reviews I could pin point the weak spots in

conventional clutch system and adust them in my new design to get the maximum

performance out of the new design and achieve the goals of this proect.

Benefits and Positive outcomes.

Benefits and positive outcomes can be listed as follows.

1.+ *educing maintenance costs for clutch system.

.+ Improved power transmission from engine output shaft to gear box input shaft.

.+ Cheap and reliable clutch system.

3


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easibility or the li!elihood of the pro"ect being a success.

If any system which is already available in the automobile industry can be replaced by

a newer technologically advanced, reliable most importantly cheap, is much more favorable

to be a success system or a proect. 'o with the newer design much reliable, cheap clutch

system can be identified and made.

&lso the main fact is it can be used with an existing vehicle without doing costlymodifications. Implementation for a particular vehicle is easier. 2ot only on the conventional

combustion engine vehicles it can be used in modern hybrid vehicles as well. The most

supportive facts is the synergistic nature of the design easily support for implementation on

hybrid vehicles as well. 3ybrid vehicle can be named as a mechatronic system. 'o the new

design is also a mechatronic system, therefore the two systems can be combined together to

make the overall system a success.

4


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#pproach.

• *eading of the automobile clutch systems, there mechanisms, operation, parts

involved and etc. will be carried out initially.

• &fter getting a well understanding about the clutch, its operation different types of

clutch systems will be carried out.

• Tabulation of the main problematic area of the conventional clutch system

• $esigning the new system to provide new solutions for conventional clutch issues.

• $iscuss about the new design with the field experts, engineers and technicians.

• 4etting the feedbacks and doing the refinements for the initial design.

• inali5ing the new design.

• $iscuss about the final design with the field experts, engineers and technicians

• Carry out the refinements and completing the new design.

5


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Cost.

Though this is a research and all the designing tasks were carried out virtually using C&$

softwares. Cost or the budget for the overall proect can be negligible.

$imeline.

I was able to follow the agreed timeline accordingly and complete the proect on time. Thetimeline is shown below in the form of 4antt chart.

Standards

Though it is a mechatronic system it should be according to the correct standards. or thiskind of a system personal safety and the e0uipment safety is the maor issue. 'o the wiring

and the other electronic systems needs to be done according to the corrects standards.

-robability for a power surge should be minimi5ed. &ll these factors are considered during

the design phase of the new system. 6ther standards used can be given as,

I'6 778)719

*oad vehicles :: -assenger car wheels for road use :: Test methods

I'6 179;


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%egislative issues

• This proect is heavily dependent on existing work done by other people and therefore

it was extremely important to use references and acknowledge the original authors so

that any legislative issues can be prevented.

• 6n the design aspect of the proect, since this is a system proposed for an automobile,

all the suggestions and findings of this proects should comply with current

automobile safety legislations if the proect is to be recogni5ed in the industry.

&thics and social issues.

It is a common and general fact on society that when any principle or mechanism

sustain for a long period of time the people tends to think that it the correct mechanism or the

principle and they tend to forget downside of it by accepting it as the perfect solution.

&utomobile clutch is also something that last for many decades. 'o people mightthink that the new system can be much complex and generate issues with usage. But this

mindset can be rectified only by providing them the evidence for accept it. 'o to use this new

system proper information about the new system should be given for the people with practical

examples.

Sustainability.

Though the new system improves the vehicle performance and reduce the cost for

periodic and non:periodic maintenance of the available clutch system, it will make the people

to use it. &lso it reduces the fuel consumption and increase the fuel efficiency as well. 'ofrom these facts we can predict that the new design can sustain in the automobile industry.

Hardware re'uirements. (or the actual system)

• Inductors or solenoids.

• *-! sensor.

• erromagnetic disk.

• Tor0ue converter.

• -eltier devices.

• 3oses.

• Control circuit for the peltier device and for the inductors.

• -ower cutoff switches.

7


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• !etal plates and mounts.

Task

H*BRI+ C%,$CH.

Pro"ect proposal.

Ramesh -ayashan arusavitharana / 0$B1#233345

BSc (Hons) in 6echanical &ngineering1B$&C H7+ in 6echanical &ngineering


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Clutch systems are available in almost every automobile around the world. Basically clutch is

a device used to couple two rotating shafts. In automobiles clutch is used to couple and

decouple the engine output shaft or the fly wheel to the gear box input shaft which will

engage and disengage in changing gears.

In vehicle clutches, it uses friction as the coupling method. riction between two

rotating disks holds the coupling and keep the shafts rotating.

!ain drawback of this friction coupling is ""wear#. $ue to the friction the rubbing

surfaces tends to wear with the time or with heavy use of the clutch in a bad manner, because

of this wearing slip between two coupling surfaces occur resulting the coupling to fail.

In this hybrid clutch system old conventional friction coupling is replaced by

magnetic and fluid coupling. Therefore %earing between two faces have reduced drastically

ensuring the clutch system more reliable.

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& concept can be defined as a solution for an existing problem. 'o let(s check what is

the reason for this newer clutch system or the problem with the old clutch system.

Initial problem) Conventional clutches depend on friction coupling. riction between the

materials will wear the rubbing surfaces. In this case friction surface on the flywheel and

clutch plates as shown below.

1"




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Figure 4: Clutch plate friction surface

Therefore with the time this wearing effect due to friction cause slip between clutch plate and

the flywheel friction surface. 'o power losses will occur and performance of the vehicle get

reduced. &lso maintenance cost will increase due to the wearing of clutch plats and parts. 'o

this will arise two main problems,

1.+ %earing of clutch plates.

.+ *educing energy losses due to friction and slip.

1. '6>@TI62

rom the above given facts it is proven that reason for the above two problems are mainly

friction. 'o reducing the friction will reduce the wearing and also the slip and energy losses.

'o following solution methods can be given.

.+ -ower transmission without friction coupling.

&s mentioned earlier in a clutch, power transmission occurs due to friction

coupling. Therefore if we replace this friction coupling from some other type

of coupling method such as fluid coupling, magnetic coupling and etc. these

frictional losses and slip can be prevented.

11



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earn about different type of sensors.

or this proect *-! sensors and position sensors are needed therefore before

applying them in to the proect I must know about the working principle of them, &ccuracy,

*ange, working environment properties and etc. to get the maximum performance out of

them without damaging other e0uipments and these sensors.

. $esigning a mechatronic system to get the work done with desired efficiency

levels.

In this proect conventional clutch friction coupling is replaced by magnetic and fluid

coupling. =ven though the methods have changed the work done by the clutch should also be

done with the new system. To do that work sensors, actuators and magnets and control

methods are used. Therefore to completely do the clutch action control system is also needed.

The actual coding is done on the engine =C@. But here only the flow diagram and the design

will be provided.

. !inimi5ing the energy wastage and take the maximum energy from the wasting

energy such as heat and etc.

&s mentioned earlier, the magnetic coupling is based on eddy currents. Therefore due

to eddy current formation the materials get heat up. 'o this heat goes away as waste energy.

But my idea is to capture this waste heat and use it to produce current using thermoelectricity

theories.

12


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9. >earn about thermoelectricity and apply them on this proect.

In every automobile main energy wastage occur as heat. But in basic physics

principles such as seebeck effect, it denotes that with heat energy we can produce electricity.

'o in this proect my idea is to capture that waste heat and produce electricity to power up the

new system actuators as well as the other vehicle e0uipments.

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The deliverable of this proect will be a final proect report thoroughly discussing how all the

above mentioned aims and obectives were achieved and the advantage of using the proposed

solution to overcome the initial problem.

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ollowing technical detail will be discussed in the proect as follows.

• Clutch assembly) The mechanism of the clutch assembly and the parts related to it

such as pressure plates, clutch plates, bearing will be discussed.

• Tor0ue converter) 6perating principle of a tor0ue converter, its mathematical and

fluid dynamic characteristics will be discussed.

• !agnetic coupling) Theories related to magnetic coupling such as eddy currents will

be discussed. Implementation of the *-! sensor and its principles are discussed.

• Thermoelectricity) 4eneration of electricity from heat and also about the peltier

devices and its operation principles are discussed.

13


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• 'tudying and identification of issues with conventional clutch systems.

• $esigning of the new system.

• 'ensors and actuator selection.

• Completion of the new design.

14

Table 2: Gantt chart


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• 'tudy about vehicle clutch systems and understanding the drawbacks.

Conventional clutches depend on friction coupling. riction between the materials will

wear the rubbing surfaces. In this case friction surface on the flywheel and clutch plates

as shown below.

15




Figure 6: Clutch plate frictionsurface


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#i$erent types of clutch assem%lies

• &ulti plate clutch'(n this assem%ly it has many clutch )isks so it can transfer

power more precisly

while re)ucing the slip energy %etween the friction surfaces'

•Conical clutch

16

Figure 7: ulti plate clutch


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1 * Cones2 * (nput shaft3 * Friction surface4 * +pring

5 * Clutch controlmechanism6 * ,otating )irection

-hese clutches use conically shappe) friction surface to transfer

power'&ostly they are use) in racing cars'.ecause it has higher

surface area an) you )ont ha/e to press the clutch pe)al to it

ma0imum limit to shift gears'-herefore the gear changing action is

much faster an) energy sa/ing'

• Centrifugal clutch

-hese clutches work %ase) on centrifugal force' When the )ri/ing

shaft reache) a specic spee) )ue to centrifugal force the friction

lining get contact with the )ri/en shaft casing causing it to rotateultimately rotating the )ri/en shaft or output shaft'

2ow let(s talk about what are the drawbacks or problems are occurred with conventionalclutches which were the reason for my new clutch design.

17

Figure !: Conical clutch

Figure ": Centrifugal clutch


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What are the )raw%acks of a con/entional clutch system

• &ainly there is a maor )raw%ack'As shown in the a%o/e )i$erent

clutch assem%lies it uses the principles of friction to transfer

power'-hereforewhen the clutch get engagge) an) )isengagge) the

friction surfaces get ru%%e) against each other resulting the

material to wear easily'+o when these friction surfaces are weare)

the clutch assem%ly cannot perform its )uty accurately an)

precisely'+o after some time you ha/e to replace the clutch plates or

clutch packs which means the maintainance cost is %it high for this

friction clutch assem%lies' Also )ue to frictional wearing of the

materials the )ura%ility of the clutch assem%ly is also low' (n most

automo%iles clutch plates ha/e to %e replace) in e/ery 1""""

2"""" km' A /ehicle which tra/els long )istances ha/e to spen)more e0penses for clutch repairements an) also if the )ri/er is using

the clutch a%ruplty in a %a) manner the wearing of the clutch is

high therefore it re)uces the life time of the clutch as well'

• With the engagement an) )isengagement of the clutch the pressure

plates are also un)ergo cyclic forces' /entually )ue to this cyclic

forces fatigue failures are occure) in this pressure plates'

1


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• 'tudy about different type of rpm sensors.

RP6 sensors: It can be inductive, Capacitive and 3all =ffect sensor. But it is best to use a

3all =ffect sensor. Because as we know when at high speed operation 3all =ffect sensors are

much more reliable though the other two sensor types which begins to distort in high speeds

or fre0uencies. &lso capacitive sensors can get trigged by the dust. 3all =ffect sensor

operating range is also high but they are bit costly than the other two sensor types. But 3all

=ffect sensor system maintenance cost is low and you can get best performance too.

-urpose of using this *-! sensor is to cutoff the power to the inductive coils during high

tor0ue converter output shaft *-!s. The magnetic coupling system on the design provides

additional tor0ue for the tor0ue converter output shaft during the low *-!s because the

tor0ue generated from the tor0ue converter is not enough during the low rpms. &lso it

increases the overall efficiency of the tor0ue converter and the magnetic coupling system as

well.

'o from the above details and facts it is obvious that the study of automobile clutch systems

are carried out according to the time line and also the study and the identification of the

needed sensors are also being carried out successfully.

1!

Figure 1#: hall $%ect &' (ensor


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I have understood that the conventional systems has many drawbacks which can be reducedor diminished by the new design. But the new design is a fully mechatronic system. 'o to

design the system further knowledge about mechatronic systems, actuators and sensors which

takes more time than intentioned. 'o after thoroughly going through the system design of a

mechatronic system the implementation of the new design should be initiali5ed.

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It is a common fact deigning of a new system in a physical world is challenging due to the

lack of physical resources we have and the testing methods to test and analy5e the system. 'o

to test and analy5e the design feedback from the field experts, engineers and technicians areused. But due to the busy nature of the above mentioned people it has become hard to meet

and discuss with them. But I have already arranged some workshop visits and also meet them

in their homes as well so I can discuss and get the feedback from them. It(s still being carried

out.

2"


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Task

Hybrid Clutch.

PR9-&C$ R&P9R$.

Ramesh -ayashan arusavitharana / 0$B1#233345

BSc (Hons) in 6echanical &ngineering1B$&C H7+ in

6echanical &ngineering

21


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Basically we talk about automobile clutch. Before we go into more detail let(s talkabout what is a clutch, purpose of it, different clutch types and problems with the

conventional clutches.

%hat is a clutch in a automobile

Basically clutch is a mechanical device having the main purpose of engaging and

disengaging the driven shaft from the drive shaft.In a automobile the clutch engage and

disengage the transmission or simply the gear box input shaft J$riven shaft+ from the engine.

-arts of the clutch can be shown as below.

%hat is the purpose of having a clutch

&ssume that you are driving a vehicle and you want to shift to the next gear irst u press the

clutch peddle and then put the gear selector to the correct position and release the clutch then

24

Figure 11: Clutch syste)


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Pivoted



the vehicle moves smoothly.If there was no clutch when u pulling the gear shifter respective

gears get violently collide with each other resulting broken gear teeth and ultimately causing

a tranmission failure.'o the clutch basically disconnects the gear box input shaft from the

engine to change the gears smoothly without damaging the gear box.

>ow )oes the clutch work

&ainly )ue to friction %etween two ru%%ing surfaces'-he engine ?y

wheel friction surface an) clutch plate surface are %ought into contact to

roatate the gear %o0 input shaft' !ain parts of the clutch can be shown as below.

-ressure -late. Clutch plate

25

Figure 12 : 'ressure plate* clutch plate an+ ,y wheel friction surface-

Fly wheel friction

Figure 13: Friction for.


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Diaphragm sprin

Clutch peddle

ain push rod

Secondar push rod



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When clutch pe)al is not presse)'

%hen the clutch peddle is pressed it pulls the main push rod backward resulting more

clutch fluid to flow from the master cylinder. $ue to this the pressure on the secondary push

rod increases and it tends to move away from the slave cylinder. This motion will move the

release bearing into the diaphragm spring breaking the contact between the clutch plate and

the friction surface on the fly wheel ultimately disengaging the driven member from the

driving member.

When clutch pe)al is presse)

26

Figure 14: Clutch )echanis)

ngine power is not

transmitte) to the

Fly wheel

Clutch :late

:ressure plate

Figure 15: Clutch pe++le presse+


27/58



&fter releasing the clutch peddle the trapped fluid flows back in to the master cylinder

reducing the pressure on the secondary push rod causing the release bearing to move away

from diaphragm spring and ultimately making the contact between clutch plates and the

friction surface on the fly wheel. Then again the driving member and the driven member is

coupled for power transmission.

When clutch pe)al is not presse) '

27

ngine power is

transmitte) to the

Fly wheel

:ressure plate

Clutch :late

Figure 16: Clutch pe++lenot presse+-


28/58

Pivoted



'hift fork

The shift fork moves the release bearing back and forth resulting the diaphragmspring to move back and forth ultimately engaging and disengaging the clutch plates with the

fly wheel. !ovement of the shift fork is like a cantilever.

Clutch plate

Clutch plate consists of frictional surfaces which are used to couple the transmission

input shaft with the fly wheel. arious materials have been used for the disc:friction facings,

including asbestos in the past. !odern clutches typically use a compound organic resin with

copper wire facing or a ceramic material. Ceramic materials are typically used in heavy

applications such as racing or heavy:duty hauling, though the harder ceramic materials

increase flywheel and pressure plate wear.

Clutch plates also have spring attached on to it. $uring abrupt clutch engagement and

disengagements the stress on the clutch plates heavily increases. 'o thee springs are

introduced to absorb that ha5ardous stress while enhancing the hardness and durability of the

clutch plates.

2

Figure 17: (hift for.

Figure 1!: Clutch plate

https://en.wikipedia.org/wiki/Organic_compoundhttps://en.wikipedia.org/wiki/Ceramichttps://en.wikipedia.org/wiki/Ceramichttps://en.wikipedia.org/wiki/Flywheelhttps://en.wikipedia.org/wiki/Flywheelhttps://en.wikipedia.org/wiki/Organic_compoundhttps://en.wikipedia.org/wiki/Ceramichttps://en.wikipedia.org/wiki/Flywheel


29/58



-ressure plate.

The clutch plate assembly is mounted on to the back of this pressure plate and the pressure

plate assembly is mounted on to the fly wheel though it is rotating with the fly wheel. This

pressure plate engages and disengages the contact between clutch plate and the fly wheel with

the aid of release bearing or thrust bearing. There are three maor types of clutch plates are

used such as

1.+ The >ong style contains nine coil springs for pressure against the flywheel and

three thin fingers for release. It is used mainly for drag racing.

.+ The Borg / Beck style also contains nine coil springs and three fingers. The

fingers are wider, however, and the plate has the more robust materials and design

necessary for street driving.

.+ The diaphragm pressure plate is best suited for street use and is, therefore, the

most common type found on later:model automobiles. It contains a single

Bellville:style spring that applies a more even load from clutch plate to flywheel.

Because the single:spring diaphragm is more effective Kover:centerL, there is also

less effort needed by the driver to hold the clutch pedal in the depressed position

at a stop.

2!

Figure 1": 'ressure plate


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ly wheel friction surface.

This fly wheel friction surface is used to couple with the clutch disks ultimately

coupling the driving member and the driven member. &s from the name this surface consists

with frictional materials. !ostly compound organic resins and ceramics.

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5 * Clutch control

mechanism6 * ,otating )irection

-hese clutches use conically shappe) friction surface to transfer

power'&ostly they are use) in racing cars'.ecause it has higher

surface area an) you )ont ha/e to press the clutch pe)al to it

ma0imum limit to shift gears'-herefore the gear changing action is

much faster an) energy sa/ing'

• Centrifugal clutch

-hese clutches work %ase) on centrifugal force' When the )ri/ing

shaft reache) a specic spee) )ue to centrifugal force the friction

lining get contact with the )ri/en shaft casing causing it to rotate

ultimately rotating the )ri/en shaft or output shaft'

2ow we have known what is a clutch, its purpose, its mechanism and different clutch types.

2ow let(s talk about what are the drawbacks or problems are occurred with conventional

clutches which were the reason for my new clutch design.

What are the )raw%acks of a con/entional clutch system

32

Figure 22: Conical clutch

Figure 23: Centrifugal clutch


33/58



• &ainly there is a maor )raw%ack'As shown in the a%o/e )i$erent

clutch assem%lies it uses the principles of friction to transfer

power'-hereforewhen the clutch get engagge) an) )isengagge) the

friction surfaces get ru%%e) against each other resulting thematerial to wear easily'+o when these friction surfaces are weare)

the clutch assem%ly cannot perform its )uty accurately an)

precisely'+o after some time you ha/e to replace the clutch plates or

clutch packs which means the maintainance cost is %it high for this

friction clutch assem%lies' Also )ue to frictional wearing of the

materials the )ura%ility of the clutch assem%ly is also low' (n most

automo%iles clutch plates ha/e to %e replace) in e/ery 1""""

2"""" km' A /ehicle which tra/els long )istances ha/e to spen)

more e0penses for clutch repairements an) also if the )ri/er is using

the clutch a%ruplty in a %a) manner the wearing of the clutch is

high therefore it re)uces the life time of the clutch as well'

• With the engagement an) )isengagement of the clutch the pressure

plates are also un)ergo cyclic forces' /entually )ue to this cyclic

forces fatigue failures are occure) in this pressure plates'

'olutions for the stated problems

+o how can we o/ercome this pro%lem

33


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(f we can n) a new way to tranfer power %etween )ri/ing an)

)ri/en mem%ers without in/ol/ing any friction surfaces or friction we can

o/ercome this pro%lem' Also this kin) of a new metho) can re)uce the

energy losses )ue to friction as well'


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.1 &I!' &2$ 6BA=CTI='.

1. 'tudy about vehicle clutch systems and understanding the drawbacks.

Before doing an engineering proect it is a must to study about a similar proect or a

research that has been done earlier by different communities, peoples or individuals. By

doing that we can get the idea of the way doing it.

In my proect also I must learn as much as I can about vehicle clutch systems and

parts associated with it. By learning about them I can get to know their configurations or how

they work and operating principles as well as the theories behind them. &fter learning them I

can understand and pinpoint where the problems occur and what are the reasons for them. 'o

with better understanding of the problems I can provide solutions for that. %hich is a main

obective of the proect.

. >earn about different type of rpm sensors.

or this proect *-! sensor and a position sensor is needed therefore before applying

them in to the proect I must know about the working principle of them, &ccuracy, *ange,

working environment properties and etc. to get the maximum performance out of them

without damaging other e0uipments and these sensors.

. $esigning a mechatronic system to get the work done with desired efficiency

levels.

In this proect conventional clutch friction coupling is replaced by magnetic and fluid

coupling. =ven though the methods have changed the work done by the clutch should also be

done with the new system. To do that work sensors, actuators and magnets and control

methods are used. Therefore to completely do the clutch action control system is also needed.

This has been done using programming the &Tmega 987 microcontroller which is on the

&rduino mega board.

. !inimi5ing the energy wastage and take the maximum energy from the wasting

energy such as heat and etc.

&s mentioned earlier, the magnetic coupling is based on eddy currents. Therefore due

to eddy current formation the materials get heat up. 'o this heat goes away as waste energy.

But my idea is to capture this waste heat and use it to produce current using thermoelectricity

theories.

35


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9. >earn about thermoelectricity and apply them on this proect.

In every automobile main energy wastage occur as heat. But in basic physics

principles such as seebeck effect, it denotes that with heat energy we can produce electricity.

'o in this proect my idea is to capture that waste heat and produce electricity to power up the

new system actuators as well as the other vehicle e0uipments.

. $=>I=*&B>='.

The deliverable of this proect will be a final proect report thoroughly discussing how all the

above mentioned aims and obectives were achieved and the advantage of using the proposed

solution to overcome the initial problem.

. T=C32IC&> '-=CIIC&TI62'.








• Thermoelectricity) 4eneration of electricity from heat and also about the peltier

devices and its operation principles are discussed.

36


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=. PR9-&C$ 6&$H9+9%9?*.

.1 6=*&>> $='I42.

37

Figure 24: /0erall +esign


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&nd the parts can be named as below.

. !=T36$6>64D.

$esign can be divided into two main parts as given below.

Tor0ue converter redesign.

3

Figure 25: 'arts of the new +esign

Figure 26: ew +esign


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%hat is a tor0ue converter

Tor0ue converter is a mechanical device which uses the principles of fluid coupling to

connect driving and driven member. !ainly used in automatic transmission vehicles. It

consists of a turbine, impeller and a stator.

The impeller of the tor0ue converter is connected with the engine output shaft with the aid of

the fly wheel. 'o when the engine output shaft or fly wheel rotates the impeller also rotes

with the same rpm rate. This impeller guides the trapped fluid on the converter to the turbine

while increasing the pressure in the fluid. The direction of the fluid flow in the impeller is

shown below.

&s you can see from the above image it is evident that with the geometrical dimensions of the

impeller blades or vanes the pressure increases. If we take the geometry of the vanes it is

basically a diverging passage. &s shown below,

3!

Figure 27: Torue con0erter-

Figure 2!: )peller


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&ccording to the nervier :stokes continuity e0uations the velocity in the vanes reduces. Thismeans the pressure on the fluid increases.

'o this pressure increased fluid is send over the stator to the turbine as shown below,

In the turbine section the fluid is entered from the top of the turbine and exit from the bottom

of the turbine. The geometry of the turbines blades or vanes is a converging type. This means

that with the fluid flow through the turbine blades the velocity of the fluid increases and

pressure decreases.

Then this released fluid enters the stator of the converter. &s the name denotes this stator

cannot rotate with the fluid flow. It ust guides the fluid in to the entering point of the

impeller. But the blades of the stator accelerate the fluid, and then send it back into the

impeller at a higher pressure, where it is then accelerated again, and sent back to the turbine

at an even higher pressure. JThis is called vortex flow+, and it is what creates the tor0ue

multiplication that gives automatic e0uipped vehicles such strong low speed tor0ue. 6ne way

roller clutches in the stator prevent it from spinning backwards ruining the vortex effect.

4"

luid flow

Figure 2": Turbine

*oller clutch

Figure 3#: &oller clutch


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Redesign

&s mentioned earlier tor0ue converters are used in automatic transmission vehicles.

&utomatic vehicles do not use clutch systems. They use planetary gear systems, continuously

variable transmission methods with these tor0ue converters to change gears of the vehicle.

Therefore as mentioned earlier clutch is basically used to disconnect the drive train from the

engine for smooth gear shifting. Therefore if we are using a tor0ue converter for manual

transmission vehicles we should find a way to disconnect the drive train from the engine

because the tor0ue converter couples the engine and the dive train using fluid coupling.

Therefore it can be done as follows,

• The spline connector is connected between the converter output shaft and the

transmission input shaft. By moving that spline connector back and forth the

connection between the drive train and the tor0ue converter can be removed and

replaced. The spline connector is shown below.

The diameter of the spline connector is smaller than the converter output shaft

diameter and the transmission input shaft diameter. Therefore it can move back and

forth inside of the converter output shaft and the transmission input shaft. The back

and forth movement mechanism is based on the clutch engage disengage mechanism

as explained earlier.

%hen the clutch peddle is pressed it moves the spline connector backward

disconnecting the converter output shaft and the spline connector ultimately

disconnecting the drive train from the engine.

Inside of the converter output shaft and the outside of the spline connector is consist

with spherical surfaces. These spherical surfaces are made for smooth movement of

the shafts. %ithin these spherical shafts pressuri5ed oil layer is made to smoothen the

movement of the spline connector to reduce wear and tear and between the spline

connector spherical surfaces and converter output and transmission input shaft

spherical surfaces a sealed layer of oil is placed to reduce the frictional forces thus

reducing the energy wastage and wearing of the materials.

41

Figure 31: (pline connector


42/58



The spline connector is connected using two fixed bearings these bearings do not

rotate or move linearly parallel to the spline connector axis. But the spline connector

rotates inside these bearings.

2ow we have found a way to install a tor0ue converter to a manual transmission

vehicle. But this assembly is not enough to compensate the work done by the clutch.

Because due to the heating of the converter fluid, fluid friction, friction between

materials and other resistances the efficiency of the tor0ue converter lies between ;7

:;M. %hich means that engine rotating speed is slightly higher than the tor0ue

transmission input shaft rotating speed.

'o to minimi5e this this speed different and make the overall efficiency of the system

much closer to ;9M : ;


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'etup of the magnetic drive can be given as follows.

This magnetic coupling uses principles of eddy current formation due to magnetic fields.

=ddy currents.

=ddy currents occur due to electro magnetic induction.&s from the basic chemistry

we know that every element on the earth is consist of electrons circuling around a nucleus

and these electrons are negetively charged, so an eddy current is a swirling current set up in a

conductor in response to a changing magnetic field. By >en5"s law, the current swirls in sucha way as to create a magnetic field opposing the changeN to do this in a conductor, electrons

swirl in a plane perpendicular to the magnetic field.

In this case eddy currents are occurred on the ferromagnetic disk. This ferromagnetic disk can

be made of Iron, 2ickel and Cobalt. The main reason to use a ferromagnetic material is to

form a strong induced magnetic field occurred due to eddy currents. erromagnetic materials

shows the highest magnetic properties than any other materials. 'o it creates a strong

magnetic field on the disk.

'o when the clutch peddle is not pressed the current flows to the inductors or the

solenoids to activate the magnetic drive by creating a magnetic field. %hen this happens the

ferromagnetic disk is already rotating because of the tor0ue converter participation. 'o this

external magnetic field induces an opposing strong magnetic field on the ferromagnetic disk

due to eddy current formations with the rotation of the ferromagnetic disk. But due to the

rotation of the ferromagnetic disk it induces 2orth poles and 'outh poles region of a

magnetic field on the disk respectively. 'o with the formation of this 2orth -ole 'outh -ole

arrangement it creates attraction forces with the external magnetic field created by the

inductors or solenoids. This attraction forces holds, rotates and provide extra tor0ue for the

43

Figure 33: agnetic +ri0e syste)


44/58



tor0ue converter output shaft. 'o even in the low *-! ranges on the engine the vehicle has a

high tor0ue for the wheels to drive the car.

The radius of the ferromagnetic disk is taken 117M percent of the solenoid attached plate.

This has taken to match with the characteristics of the tor0ue converter to work supportively

with the magnetic drive. Too large disk will induce and additional force and stress on the

tor0ue converter output shaft.

Thickness of the ferromagnetic disk depends on the *-! range of the engine. %ith high

*-! ranges the induced the external magnetic field does not penetrate completely into the

interior of the disk. 'o with high *-! rated engines. The thickness of the disk can be

reduced to reduce cost as well. *eduction of thickness reduces the intensity of the induced

magnetic field or the eddy current as well. But with this automobile engine application it does

not matter because with the high engine *-!s the fre0uency needed to induce eddy currents

are also increased. 'o this will compensate and also increase the intensity of the induced

magnetic field or the eddy current as well. Thickness of the ferromagnetic disk can be found

as follows,

δ O1

√ πfμσ

δ P -enetration depth or the thickness of the ferromagnetic disk.

f P re0uency.

μ – !agnetic permeability of the disk.

σ – =lectrical Conductivity of the disk.

or the magnetic system permanent magnets are not used due to the permanent magnetic

properties. &s an example if permanent magnets are used the coupling between the driving

and the driven member cannot be easily separated, in a situation such as stopping the vehicle,

changing of gears an etc. 'o to create the magnetic field circular array of inductors or the

solenoids are used. The advantage of using a solenoid to generate a magnetic field is it can

44


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generate almost uniform magnetic field similar to that of a bar magnet. The magnetic field on

a current carrying conductor is shown as below.

The magnetic field intensity JB+ on the center axis of the solenoid can be found from the

following e0uation.

B O

μnI

n: The number of turns per unit length

μ P -ermeability

I P Current.

The intensity of the field is strongest on the center line axis. 'o this centerline axis is

arranged perpendicular to the ferromagnetic disk to induce eddy currents. &lso the distance

between the ferromagnetic disk surface and the top of the solenoid is minimi5ed into 1mm:9mm to create strong eddy currents on the ferromagnetic disk. To generate a stronger eddy

current the field intensity should be increased. In this application it has been done by

increasing the number of turns per unit length. &lso high permeability materials such as

Iron J;;.;9M pure e annealed in 3+, Cobalt:Iron and etc. are also used in the core to

increase the field strength as well.

45

Figure 34: agnetic el+

https://en.wikipedia.org/wiki/Ironhttps://en.wikipedia.org/wiki/Iron


46/58



or the disengagement of the magnetic coupling system below arguments should be achieved.

• Clutch peddle pressed or vehicle is on neutral gear.

• Tor0ue converter output shaft *-! Q 9977 rpm

low chart of the design can be given as follows.

To know the vehicle is on neutral gear a switch is attached to the gear liver which sends the

signal to the =C@ that vehicle is on neutral gear. & potentiometer is attached to the clutch

peddle to end the signal to the =C@ expressing the position of the clutch peddle. &ccording to

the position of the clutch peddle the amount or the value of current sent to the solenoid is

controlled. &s an example by pressing the clutch peddle the sent current is reduced ultimately

reducing the intensity of the magnetic field which results for a weaker eddy currents.

. *=$@CTI62 6 =2=*4D %&'T= &2$ I2C*=&'I24 =ICI=2CD.

46

Figure 35: (olenoi+s an+ ferro)agnetic +is.-

Figure 36: Flow chart


47/58



$ue to the eddy currents formation the ferromagnetic disk gets heated up. 'o with the as a

common factor for every material, with increasing temperature the magnetic properties of the

material tends to change. 'o it is much important and vital control the temperature rise of the

disk.

This temperature reduction is controlled by thermos:electric effect which is also known as

seebeck effect.

Seebec!2effect.

'eebeck effect is known as production of an electromotive force Jemf+ and conse0uently

an electric current in a loop of material consisting of at least two dissimilar conductors when

two unctions are maintained at different temperatures. The conductors are commonly metals,

though they need not even be solids. The 4erman physicist Thomas Aohann

'eebeck discovered J1E1+ the effect. The 'eebeck effect is used to measure temperature withgreat sensitivity and accuracy to generate electric power for special applications.

or this automobile application, a special device cold peltier device is used. IT consist with

diodes and transistor which uses the seebeck effect or the thermoelectric principle. This

peltier device has two surfaces. 6ne surface is placed on a high temperature surface and the

other surface on a much cooler surface. The temperature difference on this surfaces generates

a heat flow from higher temperature surface to lower temperature surface. Though this heat

energy flow through the peltier device, it absorbs this heat energy to generate electromotive

force ultimately generating a $C current.

The variation of the temperature difference vs the induced electromotive force can be shown

as follows.

47

Figure 37: 'eltier +e0ice

Figure 3!: Te)perature +i%erence s $F

http://www.britannica.com/science/electric-currenthttp://www.britannica.com/science/electric-currenthttp://www.britannica.com/biography/Thomas-Johann-Seebeckhttp://www.britannica.com/biography/Thomas-Johann-Seebeckhttp://www.britannica.com/science/electric-currenthttp://www.britannica.com/biography/Thomas-Johann-Seebeckhttp://www.britannica.com/biography/Thomas-Johann-Seebeck


48/58



This peltier devices are made from semiconductor materials. Though they have properties of

semiconductor materials. -eltier devices are available with high 0uality semiconductor

material which can withstand higher temperature more than 877 ℃ . 'o this type of high

temperature peltier devices are used for this automobile application where the exhaust

temperature are more than 77 ℃ .

The hot surface of the peltier device is fixed onto the ferromagnetic disk. %hich has a higher

temperature due to eddy currents. The other surface is fixed onto the turbine side tor0ue

converter housing which has a low temperature due to the fluids on the tor0ue converter. %ith

a temperature difference of 97 ℃ , a peltier device can induce an emf of 19. This system

is planned to charge the 1 battery from that induced emf. By using the voltage regulators

the induced emf can be used to charge the battery. &lso it can be used to reduce the fuel

consumptions as well by using the induced emf to power the vehicle(s air conditioning

system which will reduce the load on the engine ultimately reducing the fuel consumption.

4


49/58



>. 6#$CHI7? #7+ ,$I%I@I7? $H& R&S9,RC&S.

.1 &>>6C&T=$ B@$4=T.

Though this is a research and all the designing tasks were carried out virtually using C&$softwares. Cost or the budget for the overall proect can be negligible.

. 3&*$%&*= *=6@*C='.

ollowing are the hardware resources for the actual system

• Inductors or solenoids.

• *-! sensor.

• erromagnetic disk.

• Tor0ue converter.

• -eltier devices.

• 3oses.

• Control circuit for the peltier device and for the inductors.

• -ower cutoff switches.

• !etal plates and mounts.

. 3@!&2 *='6@*C=' I26>=$.

'ince this was an individual proect, the only human resource involved was myself. But

expertise of the technicians and the engineers were taken to analy5e and get feedbacks for

necessary system refinements.

4!


50/58



. TI!= &4&I2'T &4*==$ TI!=>I2=.

I was able to follow the agreed timeline accordingly and complete the proect on time. The

timeline is shown below in the form of 4antt chart.

5"

Table 3: Gantt chart


51/58



. R&S,%$S #7+ I7+I7?S.

9.1 -*6A=CT 6@TC6!='.

& summary of the proect findings and the outcomes are graphically illustrated below.

51

Figure 3" : 'roect /utco)es


52/58



9. &2&>D'I' 6 6@TC6!='.

& detailed analysis on the existing automobile clutch system and its components were done

on the previous topics. The findings and the knowledge gathered from them are highly

important to develop a new clutch system to replace the existing mechanical clutch system.

The synergistic work of the mechanical tor0ue converter and the electronic magnetic

actuating system makes the overall proect a mechatronic system. $ue to the synergistic

nature of the implemented design, it is highly suitable for modern world hybrid vehicles.

!ain purpose of a hybrid vehicle is to reduce the fuel consumption while full filling the

needs and desires of the driver or the owner. &s a one outcome of the proect the reduction offuel consumption is preferable for hybrid vehicles. %ith the introduction of new system to the

hybrid vehicles they can achieve much fuel economy than the existing hybrid vehicle.

&lso it is a general fact that vehicles with low cylinder capacity have low tor0ue and power

output from the engine. In conventional methods tor0ue converters are used as tor0ue

multiplier due to the operating nature of it. But it was a drawback that the efficiency of the

tor0ue converters were low if they use independently. But with the new implementation of

magnetic coupling system efficiency of the overall clutch system has drastically improved

because energy waste is purely minimi5ed by using different kind of techni0ues such as

thermoelectric power generation. &lso with the additional tor0ue from the magnetic couplingsystem increases the overall tor0ue of the engine even in low engine *-!s.

It can be mention that with the current trend of using hybrid vehicles, this kind of a

synergistic system is advantageous, but it is not limited for only hybrid vehicles due the

following facts it is preferable for any kind of vehicle.

1. =asy implementation for existing vehicles.

. *eduction of maintenance costs and fuel consumptions.

. Increase of overall tor0ue during low engine rpms

. $ue to the synergistic nature damages and errors are reduced.

'o with the above facts / analysis it can be said that the new design can be optimi5e the

overall performance of the vehicle and the efficiency of the overall system.

52


53/58



4. 6&&$I7? $H& SP&CIIC#$I97S.

8.1 T=C32IC&> '-=CIIC&TI62'.








Thermoelectricity) 4eneration of electricity from heat and also about the peltier devices and

its operation principles are discussed

8. C6'TFB@$4=T.

Though this is a research and all the designing tasks were carried out virtually using C&$

softwares. Cost or the budget for the overall proect can be negligible.

53


54/58



8. TI!=>I2= &2$ !I>='T62='.

!I>='T62='.

• 'tudying and identification of issues with conventional clutch systems.

• $esigning of the new system.

• 'ensors and actuator selection.

• Completion of the new design.

8. 'T&2$&*$'.

Though it is a mechatronic system it should be according to the correct standards. or this

kind of a system personal safety and the e0uipment safety is the maor issue. 'o the wiring

and the other electronic systems needs to be done according to the correct standards.

-robability for a power surge should be minimi5ed. &ll these factors are considered during

the design phase of the new system. 6ther standards used can be given as,

I'6 778)719*oad vehicles :: -assenger car wheels for road use :: Test methods

I'6 179;


55/58



8.9 >=4I'>&TI= I''@='

• This proect is heavily dependent on existing work done by other people and thereforeit was extremely important to use references and acknowledge the original authors so

that any legislative issues can be prevented.

• 6n the design aspect of the proect, since this is a system proposed for an automobile,

all the suggestions and findings of this proects should comply with current

automobile safety legislations if the proect is to be recogni5ed in the industry.

8.8 =T3IC' &2$ '6CI&> I''@='.

It is a common and general fact on society that when any principle or mechanism

sustain for a long period of time the people tends to think that it the correct mechanism or the

principle and they tend to forget downside of it by accepting it as the perfect solution.

&utomobile clutch is also something that last for many decades. 'o people might

think that the new system can be much complex and generate issues with usage. But this

mindset can be rectified only by providing them the evidence for accept it. 'o to use this new

system proper information about the new system should be given for the people with practical

examples.

8.< '@'T&I2&BI>ITD.

Though the new system improves the vehicle performance and reduce the cost for

periodic and non:periodic maintenance of the available clutch system, it will make the people

to use it. &lso it reduces the fuel consumption and increase the fuel efficiency as well. 'o

from these facts we can predict that the new design can sustain in the automobile industry.

55


56/58



A. +ISC,SSI97 #7+ C97C%,SI97.

@&TI62.

&fter developing the initial idea on friction less coupling clutch system, it was

obvious to further study and analy5e about the existing clutch system, its parts, its operation

principles and the mechanism related to it. 'o further readings were carried out from history

of the conventional clutch systems to the modern hi:performance clutch systems. &lso

difference clutch systems and there applications were also studied during the study phase.

The next phase was to model and design the new clutch system which covers the

every aspect of the conventional clutch system. 'o with my mechanical engineering

knowledge and the training and the knowledge I got during the industrial training process Iwas able to design a new system which uses a tor0ue converter and a spline connector which

used to couple and decouple the driving and driven members.

The next most important and vital step was to compare and analy5e the new design

with conventional clutch system. 'o the initial design was analy5ed by myself and well as the

field experts, technicians and engineers. 'o with the completion of the analysis it was obvious

that the initial design had few drawbacks such as poor performance, low efficiency, lack of

tor0ue and complexity.

'o it was back to the drawing board again. 'o from further and further readings Iunderstood that a secondary system coupled with the tor0ue converter will surely reduce the

drawbacks of the initial design. 'o as a secondary system magnetic coupling system was

introduced. 'o the overall performance, lack of tor0ue was improved.

Though the initial drawbacks were reduced, the efficiency of the overall system was

still on sake. $ue to the principle used in magnetic coupling J=ddy current+ lot of waste heat

was generated. This was an issue and to overcome this issue and to increase the efficiency

level of the system thermoelectric generation was introduced to generate electricity from the

waste heat.

'o from the new refined design the issues with the conventional clutch system was

reduced and efficiency was improved as well.


57/58



D. BIBI%I9?R#PH*.

• Clutch:%ikipedia, free encyclopedia. 718. Clutch: Wikipedia, the free encyclodia. R62>I2=S &vailable at) https)FF en.wikipedia.orgFwikiFClutch.

• Types of Clutches !echanical Booster . 718. Types of Clutches !echanical

Booster . R62>I2=S &vailable at) http)FFwww.mechanicalbooster.comF71F7I2=S &vailable at)

http)FFauto.howstuffworks.comFclutch.htm.

• Tor0ue converter : %ikipedia, the free encyclopedia. 718. Tor0ue converter :

%ikipedia, the free encyclopedia. R62>I2=S &vailable at)

https)FFen.wikipedia.orgFwikiFTor0ueUconverter .

• 3ow $oes & Tor0ue Converter %ork !ister Transmission. R62>I2=S &vailable at)

http)FFwww.mistertransmission.comFhow:does:a:tor0ue:converter:work .

• 3ow $oes & Tor0ue Converter %ork !ister Transmission. 718. -6'ITI62

'=2'6* Types of -osition 'ensors / working : =ngineers4arage. 718.-6'ITI62 '=2'6* Types of -osition 'ensors / working : =ngineers4arage.

R62>I2=S &vailable at) http)FFwww.engineersgarage.comFarticlesFposition:sensors.

• 3all effect sensor : %ikipedia, the free encyclopedia. 718. 3all effect sensor :


https)FFen.wikipedia.orgFwikiF3allUeffectUsensor .

• !agnetic coupling : %ikipedia, the free encyclopedia. 718. !agnetic coupling :


https)FFen.wikipedia.orgFwikiF!agneticUcoupling.

• =ddy current couplings and brakes : ThyssenHrupp !agnettechnik : englisch. 718.

=ddy current couplings and brakes : ThyssenHrupp !agnettechnik : englisch.

R62>I2=S &vailable at) http)FFwww.thyssenkrupp:

magnettechnik.comFindex.phpFeddy:current:couplings:and:brakes.html.

57

https://en.wikipedia.org/wiki/Torque_converterhttp://www.mistertransmission.com/how-does-a-torque-converter-workhttps://en.wikipedia.org/wiki/Hall_effect_sensorhttp://www.thyssenkrupp-magnettechnik.com/index.php/eddy-current-couplings-and-brakes.htmlhttp://www.thyssenkrupp-magnettechnik.com/index.php/eddy-current-couplings-and-brakes.htmlhttp://www.thyssenkrupp-magnettechnik.com/index.php/eddy-current-couplings-and-brakes.htmlhttps://en.wikipedia.org/wiki/Torque_converterhttp://www.mistertransmission.com/how-does-a-torque-converter-workhttps://en.wikipedia.org/wiki/Hall_effect_sensorhttp://www.thyssenkrupp-magnettechnik.com/index.php/eddy-current-couplings-and-brakes.htmlhttp://www.thyssenkrupp-magnettechnik.com/index.php/eddy-current-couplings-and-brakes.html


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$as! >2%og boo! entries.

+ate $as!s carried out.

7

hybrid clutch

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