Apparatus for measurement of engagement characteristics of a wet clutch

Holgerson, Mikael

doi:10.1016/s0043-1648(97)00202-0

Cited by 40 publications

(25 citation statements)

References 5 publications

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“…But the decrease of lubricating velocity caused by the increase of torque that was dominant. Generally, with the increase of specific pressure, the dynamic friction torque and the friction coefficient decrease [18]. Fig.5 shows the relationship between friction coefficient and brake velocity.…”

Section: Friction and Wear Propertiesmentioning

confidence: 97%

Wet friction performance of C/C-SiC composites prepared by new processing route

Wang

Yin

Huang

et al. 2009

J. Cent. South Univ. Technol.

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C/C-SiC composites with SiC island distribution were prepared via a new processing route. The fabrication process mainly included silicon infiltration by ultrasonic vibration, chemical vapor deposition (CVD), siliconizing, liquid phase impregnation and carbonization. The wear and friction properties were tested by an MM−1000 wet friction machine. The results show that SiC phases are mainly distributed between carbon fibers and pyrocarbons as well as among the pryocarbons. The dynamic friction coefficient of the composites decreases gradually from 0.126 to 0.088 with the increase of the surface pressure from 0.5 to 2.5 MPa at the same rotary speed. Furthermore, under the constant surface pressure, the dynamic friction coefficient increases from 0.114 to 0.126 with the increase of the rotary speed from 1 500 to 2 500 r/min. However, the coefficient decreases to 0.104 when the rotary speed exceeds 4 500 r/min. During the friction process, the friction coefficient of C/C-SiC composite is between 0.088 and 0.126，and the wear value is zero after 300 times brake testing.

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Section: Friction and Wear Propertiesmentioning

confidence: 97%

Wet friction performance of C/C-SiC composites prepared by new processing route

Wang

Yin

Huang

et al. 2009

J. Cent. South Univ. Technol.

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“…Since several respondents reported discomfort from shock/jerking events, these observations indicate that a strategy, which seeks to reduce the level of shock/jerking events occurring with deceleration and acceleration of the vehicle, could be benefiting. One direct way might be to encourage increased use of buses fitted with manual transmissions over buses fitted with automatic transmissions, more so when automatic transmissions are showing to be less capable of smooth gear changes than manual transmissions (Holgerson, 1997;Haj-Fraj and Pfeiffer, 2001).…”

Section: Strategies For Controlling Risks Of Lbpmentioning

confidence: 99%

City bus driving and low back pain: A study of the exposures to posture demands, manual materials handling and whole-body vibration

et al. 2007

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“…The results showed that the temperature could increase by 200°C during an engagement and was dependent on the initial sliding speed and the pressure during the engagement. Holgerson [18] also used an IR thermometer to measure the average temperature of a 4 mm diameter spot on a friction material surface during an engagement. The temperature was seen to rise by over 100°C during a simulated clutch engagement.…”

Section: Introductionmentioning

confidence: 99%

Thermal Behaviour of a Slipping Wet Clutch Contact

2010

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Wet clutches are used in automatic transmissions to enable gear changes and also to reduce energy loss in the torque converter. These friction devices are susceptible to stick-slip effects, which result in the vehicle giving an unsteady ride. Stick-slip effects can be avoided by ensuring the wet clutch and lubricant combination produces a friction coefficient that increases with sliding speed. Although wet clutches have been studied throughout the industry for many decades, the mechanism of the generated friction is still not fully understood. It is known that, because of the fibrous nature and thus very large roughness of friction material, the overall contact between clutch plates actually consists of many small, independent, contact units, which are the sites of the generated friction. Some authors have suggested that a temperature rise due to friction either at these contact units or of the overall clutch plate may be important in controlling friction behaviour. In this study, the flash temperatures at the contact units formed in the wet clutch contact have been measured using an infrared camera. Three friction materials have been tested. It was found that measured flash temperature in a pure sliding system similar to that present in a slipping clutch remain well below 5°C, and are therefore unlikely to play a major role in the observed friction-speed dependency of slipping wet clutches at speeds below 2 m/s.

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Apparatus for measurement of engagement characteristics of a wet clutch

Cited by 40 publications

References 5 publications

Wet friction performance of C/C-SiC composites prepared by new processing route

Wet friction performance of C/C-SiC composites prepared by new processing route

City bus driving and low back pain: A study of the exposures to posture demands, manual materials handling and whole-body vibration

Thermal Behaviour of a Slipping Wet Clutch Contact

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