AUTO CLUTCH FOR AUTOMOBILE

Submitted in partial fulfillment of the requirement for the award of

DIPLOMA
IN
MECHANICAL ENGINEERING
BY

Under the guidance of ------------------------

2005-2006

DEPARTMENT OF MECHANICAL ENGINEERING

 CERTIFICATE

Register number:
_________________________

This is to certify that the project report titled “AUTO

CLUTCH FOR AUTOMOBILE” submitted by the following
students for the award of Diploma engineering is record
of bonafide work carried out by them.

Done by
Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of

Diploma in Mechanical Engineering

During the Year – (2004-2005)

_________________ _______________
Head of Department Guide

Coimbatore –641651.
Date:

Submitted for the university examination held on ___________

_________________ ________________
Internal Examiner External
Examiner
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ACKNOWLEDGEMENT
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 ACKNOWLEDGEMENT

At this pleasing moment of having successfully

completed our project, we wish to convey our
sincere thanks and gratitude to the management
of our college and our beloved chairman
…………………………………………………, who provided all
the facilities to us.
We would like to express our sincere thanks to
our principal ………………………………………, for
forwarding us to do our project and offering
adequate duration in completing our project.
We are also grateful to the Head of
Department Prof. …………………………………….., for
her constructive suggestions & encouragement
during our project.

With deep sense of gratitude, we extend our

earnest & sincere thanks to our guide
…………………………………………………….., Department
of Mechanical for her kind guidance &
encouragement during this project.

We also express our indebt thanks to our

TEACHING and NON TEACHING staffs of
MECHANICAL ENGINEERING DEPARTMENT,
……………………….(COLLEGE NAME).
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AUTO CLUTCH FOR AUTOMOBILE

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 CONTENTS
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CONTENTS

ADKNOWLEDGEMENT

1. SYNOPSIS

2. INTRODUCTION

3. LITERATURE SURVEY

4. CLUTCH AND ITS OPERATION

5. COMPONENTS AND DESCRIPTION

6. BLOCK DIAGRAM

7. WORKING PROCEDURE

8. APPLICATION

9. ADVANTAGES AND DISADVANTAGES

10. LIST OF MATERIAL

11. COST ESTIMATION

 12. CONCLUSION

BIBLIOGRAPHY

PHOTOGRAPHY

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Chapter-1
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SYNOPSIS
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CHAPTER-1
SYNOPSIS

This project work titled “AUTO CLUTCH FOR AUTOMOBILE” has been

conceived having studied the automatic clutch mechanism in vehicles.

Now the project has mainly concentrated on a suitable pneumatic control unit has

been designed for automatic clutch. The fabrication part of it has been considered with

almost case for its simplicity and economy, such that this can be accommodated as one of

the essential tools on automobile garages.

In our project, the switch is fixed below the braking pedal of the four wheeler. The

solenoid valve with pneumatic cylinder mechanism is used to pushing/pulling of the

clutch automatically, when the braking pedal is pressed (Full brake time or gear engaged

time).
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Chapter-2
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INTRODUCTION
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CHAPTER-2

INTRODUCTION
 We have pleasure in introducing our new project “AUTO CLUTCH FOR

AUTOMOBILE”, which is fully equipped by mechanical arrangement and Pneumatic

clutch engagement mechanism. It is a genuine project which is fully equipped and

designed for Automobile vehicles. This forms an integral part of best quality. This

product underwent strenuous test in our Automobile vehicles and it is good.

Car safety is the avoidance of automobile accidents or the minimization of

harmful effects of accidents, in particular as pertaining to human life and health. Special

safety features have been built into cars for years, some for the safety of car's occupants

only, and some for the safety of others.

This is an era of automation where it is broadly defined as replacement of manual

effort by mechanical power in all degrees of automation. The operation remains an

essential part of the system although with changing demands on physical input as the

degree of mechanization is increased.

Degrees of automation are of two types, viz.

Full automation.

Semi automation.
 In semi automation a combination of manual effort and mechanical power is

required whereas in full automation human participation is very negligible.

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, pneumatics, robotics,

etc., of these sources, pneumatics form an attractive medium for low cost automation.

The main advantages of all pneumatic systems are economy and simplicity. Automation

plays an important role in mass production.

For mass production of the product, the machining operations decide the

sequence of machining. The machines designed for producing a particular product are

called transfer machines. The components must be moved automatically from the bins to

various machines sequentially and the final component can be placed separately for

packaging. Materials can also be repeatedly transferred from the moving conveyors to the

work place and vice versa.

Nowadays almost all the manufacturing process is being atomized in order to

deliver the products at a faster rate. The manufacturing operation is being atomized for

the following reasons.

  To achieve mass production

 To reduce man power

 To increase the efficiency of the plant

 To reduce the work load

 To reduce the production cost

 To reduce the production time

 To reduce the material handling

 To reduce the fatigue of workers

 To achieve good product quality

 Less Maintenance

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Chapter-3
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LIERATURE SURVEY
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CHAPTER-3

LITERATURE SURVEY
SAFETY SYSTEM:

The aim is to design and develop a control system based on pneumatic breaking

system of an intelligent electronically controlled automotive braking system. Based on

this model, control strategies such as an 'antilock braking system' (ABS) and improved

maneuverability via individual wheel braking are to be developed and evaluated.

There have been considerable advances in modern vehicle braking systems in

recent years. For example, electronically controlled ABS for emergency braking,

electronically controlled hydraulically actuated individual brake-by-wire (BBW) systems

for saloon cars and electronically controlled pneumatically actuated systems for heavy

goods vehicles. The work of recent years shall form the basis of a system design

approach to be implemented. The novelty of the proposed research programmed shall lie

in the design and evaluation of control systems for achieving individual wheel motion

control facilitated by BBW. In the case of BBW the brake pedal is detached from the

hydraulic system and replaced by a 'brake pedal simulator'. The simulator provides an

electrical signal for the electronic control system.

Preliminary modeling and simulation work considers a quarter cars initially

followed by a natural progression to the half car and full four wheel station cases. The

model is to be constructed in modular form thus allowing the replacement / interchange

of the various blocks and their associated technologies. Upon completion of the full
vehicle braking model, sensitivity analyses will be carried out. Once the preliminary

simulation model has been thoroughly benchmarked and existing control system

strategies evaluated, an audit of the technology used is to take place and this will provide

a basis for comparison of iterative technologies / techniques.

The final phase of the new modern vehicle shall include:

 Development of improved ABS control systems

 Development and assessment of an electro-hydraulic-BBW (EH-BBW) system

 Individual wheel braking combined with traction control

 Assessing sensor failure and fault tolerant control system design

 Preliminary studies into an electrically actuated system

 Re-engineering using simplified models.

PNEUMATICS

The word ‘pneuma’ comes from Greek and means breather wind. The word

pneumatics is the study of air movement and its phenomena is derived from the word

pneuma. Today pneumatics is mainly understood to means the application of air as a

working medium in industry especially the driving and controlling of machines and

equipment.

Pneumatics has for some considerable time between used for carrying out the

simplest mechanical tasks in more recent times has played a more important role in the

development of pneumatic technology for automation.

 Pneumatic systems operate on a supply of compressed air which must be made

available in sufficient quantity and at a pressure to suit the capacity of the system. When

the pneumatic system is being adopted for the first time, however it wills indeed the

necessary to deal with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using

reciprocating compressor. A compressor is a machine that takes in air, gas at a certain

pressure and delivered the air at a high pressure.

Compressor capacity is the actual quantity of air compressed and delivered and the

volume expressed is that of the air at intake conditions namely at atmosphere pressure

and normal ambient temperature.

The compressibility of the air was first investigated by Robert Boyle in 1962 and

that found that the product of pressure and volume of a particular quantity of gas.

The usual written as

PV = C (or) PıVı = P2V2

In this equation the pressure is the absolute pressured which for free is about 14.7

Psi and is of courage capable of maintaining a column of mercury, nearly 30 inches high

in an ordinary barometer. Any gas can be used in pneumatic system but air is the mostly

used system now a days.

CHARACTERISTICS OF COMPRESSED AIR:

The greatest advantage of pneumatic system is the availability of working medium

free of cost and it plentiful. Compressed air can also be transported easily and can be

easily stored in a reservoir. Another notable advantage is the insensitiveness of

compressed air to temperature fluctuations. It ensures reliable operation even under

extreme conditions of temperature. Compressed air offers no risk of explosion; hence no

expensive protection cost is required. Compressed air is a very fast working medium

where speed and force are infinitely variable.

CHARACTERISTICS OF PNEUMATICS:

1. Compressibility

A pneumatic fluid is compressible. Compressibility plays a major role in the

actuation of piston, i.e., opening a valve does not move the piston immediately, rather

sufficient fluid must flow into the volume to increase the pressure until the force

overcomes that on the other side.

Compressibility is the energy storage of a fluid. As it is possible to store

compressed fluids and transport them, pneumatics has the advantage of transportability.

Another advantage of the energy storage capacity is the small compressor charging a tank

can supply a system having high peak loads but small average loads.
 2. Leakage Sealing Problems

Several methods are used to minimize leakage. One is to use a low operating

pressure. Another method to prevent leakage is sealing. Good sliding and rotating

sealing are to obtain in pneumatics is because of low viscosity of the fluids Diaphragms

and bellows are used to avoid sliding seats.

3. Low Viscosity:

A highly uncounted problem due to low viscosity is that of sealing. They provide

less viscous damping due to low viscosity hence sliding parts wear considerably. This

adds the necessity for external sources of lubrication.

Another problem is that the pneumatic cylinder should be thinner enough to

maintain a laminar flow inside.

1. Low Density

Fluids especially gases are usually of low density. Low density fluids require

large mechanical work and more time for high pressure build up.
 2. Wide Range of Temperatures

The limitations often may lead to a view point that the use of pneumatic

equipment is coupled with high cost. It is proved to be false, however, since a calculation

of production cost includes not only the power cost but also all other compared with

wages, installation cost, and maintenance cost that they are insignificant.

3.3. ADVANTAGES OF PNEUMATIC SYSTEM OVER OTHER SYSTEM:

1. Output power of the pneumatic system can be easily controlled

2. Pneumatic system is not affected by over loading

3. The pneumatic system can be used at various working temperature

4. Air can be easily distributed through pipelines over very long distances

5. Pneumatic enables high working speeds

6. It is a maintenance free system

7. Pneumatic enables the application of force very gently which is not only beneficial

to pneumatic components but also the equipment which they are installed.

8. The working fluid which is stored in the storage tank can be taken through number

of lines which eliminates the use of individual power sources say electric motor

and many other machine parts.

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Chapter-4
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CLUTCH AND ITS OPERATION

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 CHAPTER-4

CLUTCH AND ITS OPERATION

INTRODUCTION

The power developed inside the engine cylinder is ultimately aimed to turn the

wheels so that the motor vehicle can move on the road. The reciprocating motion of the

piston turns a crankshaft rotating the flywheel through the connecting rod. The circular

motion of the crankshaft is now to be transmitted through the clutch, gearbox, universal

joints, propeller shaft or drive shaft, differential and axles extending to the wheels. The

application of the engine power to the driving wheels though all these pats are called

power transmission. The power transmission system is usually the same on all-modern

passenger cars and trucks, but its arrangement may vary according to the method of drive

and type of the transmission units.

The motion of the crankshaft is transmitted through the clutch to the gearbox or

transmission, which consists of a set of gears to change the speed. From gearbox, the

motion is transmitted to propeller shaft through the universal joint and then to the

differential through another universal joint. Universal joint is used where the two rotating

two shafts are connected at an angle for power transmission.

 Finally, the power is transmitted to the rear wheels through the rear axles. The

differential provides the relative motion to the two rear wheels while the vehicle is taking

a turn. Thus, the power developed inside the cylinder is transmitted to the rear wheels

through a system of transmission.

The vehicles which have front wheel drives in addition to the rear wheel include a

second set of propeller shafts, universal joints, final drives and differentials for the front

units.

CLUTCH AND ITS FUNCTION:-

Clutch is a device used in the transmission system of a motor vehicle to engage

and disengage the engine to the transmission. Thus, the clutch is located between the

engine and the transmission. When the clutch is engaged, the power flows from the

engine to the rear wheels through the transmission system and the vehicle moves.

When the clutch is disengaged, the power is not transmitted to the rear wheels and

the vehicle stops while the engine is still running. The clutch is disengaged when starting

the engine, when shifting the gears, when stopping the vehicle and when idling the

engine.
 The clutch is engaged only the vehicle is to move and is kept engaged when the

vehicle is moving. The clutch also permits the gradual taking up of the load. When

properly operated, it prevents jerky motion of the vehicle and thus avoids putting undue

strain on the remaining parts of the power transmission system.

PRINCIPLES OF OPERATION:

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 revolved, the other will also revolve. The friction between the two

surfaces is 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. One

surface is considered as driving member and the other as driven member. The driving

member is kept rotating.

When the driven member is brought into 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. The friction surface of the clutch

are so designed that the driven number slips on the driving member when the pressure is

first applied.
 As pressure increases the driven member is brought gradually to the speed of the

driving member. When the speed of the members become equal, there is no slip, the two

members are in firm contact and the clutch is said to be fully engaged.

The driving member of a clutch is the flywheel mounted on the crankshaft, the

driven member is the pressure plate mounted on the transmission shaft. Friction surfaces

(clutch plates) are between the two members. When the clutch is engaged, the engine is

connected to the transmission and the power flows from the engine to the rear wheels

through the transmission system. When pressing a clutch pedal disengages the clutch, the

engine is disconnected to the transmission. Thus, the power does not flow to the rear

wheels while the engine is still running.

REQUIREMENTS OF A CLUTCH

1. Torque transmission. The clutch should be able to transmit maximum torque of the

engine.

2. Gradual engagement. The clutch should engage gradually to avoid sudden jerks.

3. Dynamic balancing. The clutch should be able to dissipate large amount of heat,

which is generated during the clutch operation due to friction.

4. Dynamic balancing. The clutch should be dynamically balanced. This is

particularly required in the case of high speed engine clutches.

5. Vibration damping. The clutch should have suitable mechanism to damp vibrations

and to eliminate noise produced during the power transmission.

6. Size. The clutch should be as small as possible in size that it will occupy minimum

space.

7. Free pedal play. The clutch should have free pedal play in order to reduce effective

clamping load on the carbon bearing and wear on it.

8. Easy in operation. The clutch should be easy to operate requiring as little extortion

as possible on the part of the driver.

9. Lightness. The driven number 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.

MAIN PARTS OF A CLUTCH

The main pats of a clutch are divided into three groups:

1. Driving members.

2. Driven members.

3. Operating members.
 The driving members consist of a flywheel mounted on the engine crankshaft. The

flywheel is bolted to a cover, which carries a pressure plate or driving disc, pressure

springs and releasing levers. Thus the entire assembly of the flywheel and the cover rotate

all the times. The clutch housing and the cover provided with openings dissipate the heat

generated by the friction during the clutch operation.

The driven member consists of a disc or plate, called the clutch plate. It is free to

slide lengthwise on the splines of the clutch shaft it carrier’s friction materials on both of

its surfaces. When it is griped in between the flywheel and the pressure plate, it rotates

the clutch shaft through the splines.

The operating member consists of a foot pedal, linkage, and release or throws out

bearing, release levers and the spring necessary to insure the proper operation of the

clutch.
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Chapter-5
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COMPONENTS AND DESCRIPTION

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 CHAPTER-5

COMPONENTS AND DESCRIPTION

SELECTION OF PNEUMATICS:

Mechanization is broadly defined as the replacement of manual effort by

mechanical power. Pneumatics is an attractive medium for low cost mechanization

particularly for sequential or repetitive operations. Many factories and plants already

have a compressed air system, which is capable of providing both the power or energy

requirements and the control system (although equally pneumatic control systems may be

economic and can be advantageously applied to other forms of power).

The main advantages of an all-pneumatic system are usually economy and

simplicity, the latter reducing maintenance to a low level. It can also have out standing

advantages in terms of safety.

COMPONENTS AND ITS DESCRIPTION

The Auto clutch for Automobile consists of the following components to fulfill

the requirements of complete operation of the machine.

 1) PNEUMATIC SINGLE ACTING CYCLINDER

2) SOLENOID VALVE

3) FLOW CONTROL VALVE

4) WHEEL AND BRAKE ARRANGEMENT

5) PU CONNECTOR, REDUCER, HOSE COLLAR

6) STAND

7) SINGLE PHASE INDUCTION MOTOR WITH PULLEY

1) PNEUMATIC SINGLE ACTING CYLINDER:

Pneumatic cylinder consist of

A) PISTON B) CYLINDER

The cylinder is a Single acting cylinder one, which means that the air pressure

operates forward and spring returns backward. The air from the compressor is passed

through the regulator which controls the pressure to required amount by adjusting its

knob.

A pressure gauge is attached to the regulator for showing the line pressure.

Then the compressed air is passed through the single acting 3/2 solenoid valve for

supplying the air to one side of the cylinder.

 One hose take the output of the directional Control (Solenoid) valve and they are

attached to one end of the cylinder by means of connectors. One of the outputs from the

directional control valve is taken to the flow control valve from taken to the cylinder. The

hose is attached to each component of pneumatic system only by connectors.

CYLINDER TECHNICAL DATA:

Piston Rod:
M.S. hard Chrome plated

Seals:
Nitrile (Buna – N) Elastomer

End Covers:
Cast iron graded fine grained from 25mm to 300mm

Piston:
-Aluminium.

Media:
-Air.

Temperature Range:
0^c to 85^c
Parts of Pneumatic Cylinder

Piston:

The piston is a cylindrical member of certain length which reciprocates inside the

cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter

and it is fitted to the top of the piston rod. It is one of the important parts which convert

the pressure energy into mechanical power.

The piston is equipped with a ring suitably proportioned and it is relatively soft

rubber which is capable of providing good sealing with low friction at the operating

pressure. The purpose of piston is to provide means of conveying the pressure of air

inside the cylinder to the piston of the oil cylinder.

Generally piston is made up of

 Aluminium alloy-light and medium work.

 Brass or bronze or CI-Heavy duty.

The piston is single acting spring returned type. The piston moves forward when

the high-pressure air is turned from the right side of cylinder.

 The piston moves backward when the solenoid valve is in OFF condition. The

piston should be as strong and rigid as possible. The efficiency and economy of the

machine primarily depends on the working of the piston. It must operate in the cylinder

with a minimum of friction and should be able to withstand the high compressor force

developed in the cylinder and also the shock load during operation.

The piston should posses the following qualities.

a. The movement of the piston not creates much noise.

b. It should be frictionless.

c. It should withstand high pressure.

Piston Rod

The piston rod is circular in cross section. It connects piston with piston of other

cylinder. The piston rod is made of mild steel ground and polished. A high finish is

essential on the outer rod surface to minimize wear on the rod seals. The piston rod is

connected to the piston by mechanical fastening. The piston and the piston rod can be

separated if necessary.
 One end of the piston rod is connected to the bottom of the piston. The other end

of the piston rod is connected to the other piston rod by means of coupling. The piston

transmits the working force to the oil cylinder through the piston rod. The piston rod is

designed to withstand the high compressive force. It should avoid bending and withstand

shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the

bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air

from the bottom of the cylinder while the rod reciprocates through it.

Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor

and act on the pinion. The cylinder is thus closed by the cover plates on both the ends

such that there is no leakage of air. An inlet port is provided on the top cover plate and an

outlet ports on the bottom cover plate. There is also a hole drilled for the movement of

the piston.

The cylinder cover plate protects the cylinder from dust and other particle and

maintains the same pressure that is taken from the compressor. The flange has to hold the

piston in both of its extreme positions. The piston hits the top plat during the return

stroke and hits the bottom plate during end of forward stroke. So the cover plates must

be strong enough to withstand the load.

Cylinder Mounting Plates:

It is attached to the cylinder cover plates and also to the carriage with the help of

‘L’ bends and bolts.

Cylinder Tube Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1. Plastic Hard drawn brass tube hard drawn brass tube.

2. Hard drawn Aluminium Hard drawn steel tube

Aluminium tube Castings tube.

3. Hard drawn Brass, Bronze, Iron or

Brass tube Castings, welded steel tube

End Cover Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1. Aluminium stock Aluminium stock Hard tensile

(Fabricated) (Fabricated) Castings

2. Brass stock Brass stock

(Fabricated) (Fabricated)

3. Aluminium Aluminium, Brass,

Castings iron or steel Castings.

Piston Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1.Aluminium Aluminium Castings Aluminium Forgings,

Castings Brass (Fabricated) Aluminium Castings.

2. Bronze (Fabricated) Bronze (Fabricated)
3. Iron and Steel Brass, Bronze, Iron or

Castings Steel Castings.

Mount Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1. Aluminium Aluminium, Brass High Tensile

Castings And Steel Castings Steel Castings

2. Light Alloy High Tensile

(Fabricated) Steel Fabrication

Piston Rod Materials:

MATERIAL FINISH REMARKS

MILD STEEL Ground and polished hardened, Generally preferred chrome

ground and polished. plated

STAINLESS STEEL Ground and Polished Less scratch resistant than

chrome plated piston rod

2. SOLENOID VALVE WITH LIMIT SWITCH:

The directional valve is one of the important parts of a pneumatic system.

Commonly known as DCV, this valve is used to control the direction of air flow in the
pneumatic system. The directional valve does this by changing the position of its internal

movable parts.

This valve was selected for speedy operation and to reduce the manual effort and

also for the modification of the machine into automatic machine by means of using a

solenoid valve. A solenoid is an electrical device that converts electrical energy into

straight line motion and force. These are also used to operate a mechanical operation

which in turn operates the valve mechanism. Solenoids may be push type or pull type.

The push type solenoid is one in which the plunger is pushed when the solenoid is

energized electrically. The pull type solenoid is one is which the plunger is pulled when

the solenoid is energized.

The name of the parts of the solenoid should be learned so that they can be

recognized when called upon to make repairs, to do service work or to install them.

Parts of a Solenoid Valve

1. Coil

The solenoid coil is made of copper wire. The layers of wire are separated by

insulating layer. The entire solenoid coil is covered with an varnish that is not affected by
solvents, moisture, cutting oil or often fluids. Coils are rated in various voltages such as

115 volts AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24

Volts DC, 115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50

Hz to 60 Hz.

2. Frame

The solenoid frame serves several purposes. Since it is made of laminated sheets,

it is magnetized when the current passes through the coil. The magnetized coil attracts

the metal plunger to move. The frame has provisions for attaching the mounting. They

are usually bolted or welded to the frame. The frame has provisions for receivers, the

plunger. The wear strips are mounted to the solenoid frame, and are made of materials

such as metal or impregnated less fiber cloth.

3. Solenoid Plunger

The Solenoid plunger is the mover mechanism of the solenoid. The plunger is

made of steel laminations which are riveted together under high pressure, so that there

will be no movement of the lamination with respect to one another. At the top of the
plunger a pin hole is placed for making a connection to some device. The solenoid

plunger is moved by a magnetic force in one direction and is usually returned by spring

action. Solenoid operated valves are usually provided with cover over either the solenoid

or the entire valve. This protects the solenoid from dirt and other foreign matter, and

protects the actuator. In many applications it is necessary to use explosion proof

solenoids.

WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE:

The control valve is used to control the flow direction is called cut off valve or

solenoid valve. This solenoid cut off valve is controlled by the limit switch which is

activating at the time of full brake or gear engagement. The 3/2 Single acting solenoid

valve is having one inlet port, one outlet port and one exhaust port. The solenoid valve

consists of electromagnetic coil, stem and spring. The air enters to the pneumatic single

acting solenoid valve when the electromagnetic coil gets energised condition.
Technical Data:

Size : ¼”
Pressure : 0 to 7 kg / cm2
Media : Air
Type : 3/2
Applied Voltage : 230V A.C
Frequency : 50 Hz

3. FLOW CONTROL VALVE:

1. Technical Data:

Size : ¼”
Pressure : 0 to 10 kg / cm2
Media : Air

(b) Purpose:

This valve is used to speed up the piston movement and also it acts as an one – way

restriction valve which means that the air can pass through only one way and it can’t

return back. By using this valve the time consumption is reduced because of the faster

movement of the piston.

5. WHEEL AND BRAKING ARRANGEMENT:

The simple wheel and braking arrangement is fixed to the frame stand. The wheel is

rotated by the single phase induction motor. The brake liver is connected to the brake

pedal by the brake wire.

6. PU CONNECTIORS, REDUCER AND HOSECOLLAR:

In our pneumatic system there are two types of connectors used; one is the hose

connector and the other is the reducer. Hose connectors normally comprise an adapter

(connector) hose nipple and cap nut. These types of connectors are made up of brass or

Aluminium or hardened steel. Reducers are used to provide inter connection between two

pipes or hoses of different sizes. They may be fitted straight, tee, “V” or other

configurations. These reducers are made up of gunmetal or other materials like hardened

steel etc.

6. STAND:

This is a supporting frame and made up of mild steel.

7. SINGLE PHASE INDUCTION MOTOR WITH PULLEY:-

This is used to drive the wheel by using two pulleys with belt drive mechanism.
 Single-Phase Theory

Because it has but a single alternating current source, a single-phase motor can

only produce an alternating field: one that pulls first in one direction, then in the opposite

as the polarity of the field switches. A squirrel-cage rotor placed in this field would

merely twitch, since there would be no moment upon it. If pushed in one direction,

however, it would spin.

The major distinction between the different types of single-phase AC motors is

how they go about starting the rotor in a particular direction such that the alternating field

will produce rotary motion in the desired direction. This is usually done by some device

that introduces a phase-shifted magnetic field on one side of the rotor.

The figure the performance curves of the four major types of single-phase AC

motors. They are described below.

 1. Split-Phase Motors:

The split phase motor achieves its starting capability by having two separate

windings wound in the stator. The two windings are separated from each other. One

winding is used only for starting and it is wound with a smaller wire size having higher

electrical resistance than the main windings. From the rotor's point of view, this time

delay coupled with the physical location of the starting winding produces a field that

appears to rotate. The apparent rotation causes the motor to start.

 A centrifugal switch is used to disconnect the starting winding when the motor

reaches approximately 75% of rated speed. The motor then continues to run on the basis

of normal induction motor principles.

2. Capacitor-Start Motors

Capacitor start motors form the largest single grouping of general purpose single

phase motors. These motors are available in a range of sizes from fractional through 3HP.

The winding and centrifugal switch arrangement is very similar to that used in a

split phase motor. The main difference being that the starting winding does not have to

have high resistance. In the case of a capacitor start motor, a specialized capacitor is

utilized in a series with the starting winding.

 The addition of this capacitor produces a slight time delay between the

magnetization of starting poles and the running poles. Thus the appearance of a rotating

field exists. When the motor approaches running speed, the starting switch opens and the

motor continues to run in the normal induction motor mode.

This moderately priced motor produces relatively high starting torque, 225 to

400% of full load torque. The capacitor start motor is ideally suited for hard to start loads

such as conveyors, air compressors and refrigeration compressors. Due to its general

overall desirable characteristics, it also is used for many applications where high starting

torque may not be required.

The capacitor start motor can usually be recognized by the bulbous protrusion on

the frame where the starting capacitor is located.

Permanent-Split Capacitor Motors

The

capacitor of this

motor is left in

series with the

starting winding

during normal operation. The starting torque is quite low, roughly 40% of full-load, so

low-inertia loads such as fans and blowers make common applications. Running
performance and speed regulation can be tailored by selecting an appropriate capacitor

value. No centrifugal switch is required.

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Chapter-6
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------

BLOCK DIAGRAM
---------------------------------------------------------------------------------

CHAPTER-6

BLOCK DIAGRAM

FULL BRALE TIME

 LIMIT
SWITCH
GEAR
ENGAGE
MENT

FLOW SOLINOID
CONTROL VALVE
VANVE

PNEUMATIC CLUTCH
CYLINDER PEDAL
AIR TANK
(COMPRESSOR)

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Chapter-7
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------

WORKING OPERATION
---------------------------------------------------------------------------------

CHAPTER-7

WORKING OPERATION
 The push button switch is fixed bellow the brake pedal. The limit switch is

activated at the time of full brake or gear engagement. The air tank contains the

compressed air already filled. The switch was ON at the time of full brake or clutch

engagement, the solenoid valve was activated. The solenoid valve stem is open, the

compressed air flow from the air tank to the flow control valve.

The compressed air flow is controlled by the valve is called “FLOW

CONTROL VALVE”. This air flow is already set. Then the compressed air goes to the

pneumatic cylinder. The pneumatic cylinder piston moves forward at the time of

compressed air inlet to the cylinder.

The pneumatic cylinder moves towards the clutch arrangement. Then the

clutch pedal is activated, so that the clutch was engaged. The brake pedal is releasing

time, the pneumatic cylinder piston moves backward due to spring action (Pneumatic

single acting cylinder).

PNEUMATIC CYLINDER

Design of Piston rod:

Load due to air Pressure.

 Diameter of the Piston (d) = 35 mm

Pressure acting (p) = 6 kgf/cm²

Material used for rod = C 45

Yield stress (σy) = 36 kgf/mm²

Assuming factor of safety = 2

Force acting on the rod (P) = Pressure x Area

= p x (Πd² / 4)

= 6 x {( Π x 3.5² ) / 4 }

P = 57.73 Kgf

Design Stress(σy) = σy / F0 S

= 36 / 2 = 8 Kgf/mm²

= P / (Π d² / 4 )

∴d = √ 4 p / Π [ σy ]

= √ 4 x 57.73 / {Π x 18}

= √ 4.02 = 2.02 mm
 ∴ Minimum diameter of rod required for the load = 2.02 mm

We assume diameter of the rod = 12.5 mm

Design of cylinder thickness:

Material used = Cast iron

Assuming internal diameter of the cylinder = 35 mm

Ultimate tensile stress = 250 N/mm² = 2500 gf/mm²

Working Stress = Ultimate tensile stress / factor of safety

Assuming factor of safety = 4

Working stress ( ft ) = 2500 / 4 = 625 Kgf/cm²

According to ‘LAMES EQUATION’

Minimum thickness of cylinder ( t ) = ri {√ (ft + p) / (ft – p ) -1 }

Where,

ri = inner radius of cylinder in cm.

ft = Working stress (Kgf/cm²)

p = Working pressure in Kgf/cm²

 ∴ Substituting values we get,

t = 1.75 { √ (625 + 6) / ( 625 – 6) -1}

t = 0.0168 cm = 0.17 mm

We assume thickness of cylinder = 2.5 mm

Inner diameter of barrel = 35 mm

Outer diameter of barrel = 35 + 2t

= 35 + ( 2 x 2.5 ) = 40 mm

Design of Piston rod:

Diameter of Piston Rod:

Force of piston Rod (P) = Pressure x area = p x Π/4 (d²)

= 6 x (Π / 4) x (3.5)²

= 57.73 Kgf

Also, force on piston rod (P) = (Π/4) (dp)² x ft

P = (Π/4) x (dp)² x 625

57.73 = (Π/4) x (dp)² x 625

∴ dp² = 57.73 x (4/Π) x (1/625)

 = 0.12

dp = 0.34 cm = 3.4 mm

By standardizing dp = 12.5 mm

Length of piston rod:

Approach stroke = 50 mm

Length of threads = 2 x 20 = 40mm

Extra length due to front cover = 12 mm

Extra length of accommodate head = 20 mm

Total length of the piston rod = 50 + 40 + 12 + 20

= 122 mm

By standardizing, length of the piston rod = 130 mm

SPECIFICATION

1. Single acting pneumatic cylinder

Technical Data
 Stroke length : Cylinder stoker length 170 mm

Quantity : 2

Seals : Nitride (Buna-N) Elastomer

End cones : Cast iron

Piston : EN – 8

Media : Air

Temperature : 0-80 º C

Pressure Range : 8 N/m²

2. 3/2 solenoid valve:-

Technical Data:

Size : ¼”

Pressure : 0 to 8 kg / cm2

Media : Air

Type : 3/2

Applied Voltage : 230V A.C

Frequency : 50 Hz

3. Flow control Valve

Technical Data

Port size : 0.635 x 10 ֿ² m

 Pressure : 0-8 x 10 ⁵ N/m²

Media : Air

Quantity : 1

4. Connectors

Technical data

Max working pressure : 10 x 10 ⁵ N/m²

Temperature : 0-100 º C

Fluid media : Air

Material : Brass

5. Hoses

Technical date

Max pressure : 10 x 10 ⁵ N/m²

Outer diameter : 6 mm = 6 x 10 ˉ ³m

Inner diameter : 3.5 mm = 3.5 x 10 ˉ ³m

---------------------------------------------------------------------------------------

Chapter-8
---------------------------------------------------------------------------------------

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APPLICATIONS
-------------------------------------------------------------------------------------
 CHAPTER-8

APPLICATIONS

 It is very much useful for Car Owners & Auto-garages.

 Thus it can be useful for the following types of vehicles;

1) MARUTI,

2) AMBASSADOR,

3) FIAT,

4) MAHINDRA,

5) TATA
---------------------------------------------------------------------------------------

Chapter-9
---------------------------------------------------------------------------------------

--------------------------------------------------------------------------------------

ADVANTAGES & DISADVANTAGES

-------------------------------------------------------------------------------------
 CHAPTER-9

ADVANTAGES AND DISADVANTAGES

ADVANTAGES

 It requires simple maintenance cares

 The safety system for automobile.

 Checking and cleaning are easy, because of the main parts are screwed.

 Easy to Handle.

 Low cost automation Project

 Repairing is easy.

 Replacement of parts is easy.

DISADVANTAGES

 Initial cost is high.

 Air tank is required for this operation.

---------------------------------------------------------------------------------------

Chapter-10
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

LIST OF MATERIALS
---------------------------------------------------------------------------------
 CHAPTER-10

LIST OF MATERIALS

Sl. No. PARTS Qty.

i. Single Acting Pneumatic Cylinder 1
ii. Flow Control Valve 1
iii. Wheel 1
iv. Solenoid Valve 1
v. Single Phase induction motor 1
vi. Clutch pedal arrangement 1
vii. Pulley 2
viii. Polyethylene Tube -
ix. Hose Collar and Reducer -
x Stand (Frame) 1
xi Push Button 1

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Chapter-11
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------

COST ESTIMATION
---------------------------------------------------------------------------------

CHAPTER-11

COST ESTIMATION

1. MATERIAL COST:

Sl. No. PARTS Qty. Amount (Rs)

 i. Single Acting Pneumatic Cylinder 1 1450/-
ii. Flow Control Valve 1 1250/-
iii. Wheel 1
iv. Solenoid Valve 1 1800/-
v. Single Phase induction motor 1 1000/-
vi. Clutch pedal arrangement 1
vii. Pulley 2
viii. Polyethylene Tube -
ix. Hose Collar and Reducer -
x Stand (Frame) 1
xi Push Button 1

2. LABOUR COST

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost =

3. OVERHEAD CHARGES

The overhead charges are arrived by “Manufacturing cost”

Manufacturing Cost = Material Cost + Labour cost

=
=

Overhead Charges = 20% of the manufacturing cost

=
 TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

=
=

Total cost for this project =

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Chapter-12
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------

CONCLUSION
---------------------------------------------------------------------------------

CHAPTER-12

CONCLUSION
 This project work has provided us an excellent opportunity and experience, to use

our limited knowledge. We gained a lot of practical knowledge regarding, planning,

purchasing, assembling and machining while doing this project work. We feel that the

project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully.

The AUTO CLUTCH FOR AUTOMOBILE is working with satisfactory conditions.

We are able to understand the difficulties in maintaining the tolerances and also quality.

We have done to our ability and skill making maximum use of available facilities.

In conclusion remarks of our project work, let us add a few more lines about our

impression project work. Thus we have developed an “AUTO CLUTCH FOR

AUTOMOBILE” which helps to know how to achieve low cost automation. The

application of pneumatics produces smooth operation. By using more techniques, they

can be modified and developed according to the applications.

---------------------------------------------------------------------------------

BIBLIOGRAPHY
---------------------------------------------------------------------------------

BIBLIOGRAPHY
 1. G.B.S. Narang, “Automobile Engineering”, Khanna Publishers, Delhi, 1991,

pp 671.

2. William H. Crowse, “Automobile Engineering”.

3. Donald. L. Anglin, “Automobile Engineering”.

4. Pneumatic Control System----Stroll & Bernaud, Tata Mc Graw Hill

Publications, 1999.

5. Pneumatic System----Majumdhar, New Age India International (P) Ltd

Publishers, 1997.

6. “Automobile Engineering” – R.B.Gupta, SMT. Sumitra handa – New Delhi –

1997- 2005

Web sites:

www. Profc.udec.cl/~gabriel/tutorials.com

www.carsdirect.com/features/safetyflatures

www.hwysafety.org
---------------------------------------------------------------------------------

PHOTOGRAPHY
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PHOTOGRAPHY