Patent

PT
Bearing dia. For

PTO
Bearing Dia. For

main
Fig.17. Components of Double plate type clutch (Independent PTO clutch)

3.3 Dual clutch (Dependent PTO):
In above figure shows the dual clutch. In this clutch there are two
pressure plates; one of them is used for main transmission and another
for PTO transmission. The first plate is for PTO and it is made from
organic material and second is for main transmission made from
cerametallic material. There are 3 release fingers puts for releasing
PTO pressure plate and another 3 fingers for main disc release. These
release fingers adjusted at different heights for proper application of
Design study of tractor Clutch and BrakePage 1
release load. In this process half pedal press disconnects the PTO and
full pedal pressed to disconnect total transmission.
Fig. 18 Dual clutch
4. Failures and their root causes with solutions

1.1Clutch troubleshootings and solution
Failures and their root causes with solutions

4.1
Clutch troubleshootings and solution:
Clutch drags. It won't release completely and the transmission

grinds when shifted
Sr.no
1.
2.
Possible diagnosis
Linkage out of adjustment
Release arm too long for the
Likely solutions
Adjust or repair linkage
Determine the correct ratio
3.
linkage system
Clutch disc hub is damaged or
and shorten the arm

Replace the disc
assembled incorrectly
4.
5.
Pressure plate or cover is warped

Excessive run-out at the face of
assembly
Check the crank flange for
burrs and remove them, or
the flywheel
6.
Replace the pressure plate
Clutch disc is too large. The edge
reface the flywheel

Specify a smaller disc
of the disc is interfering with the

pressure plate assembly
Clutch Slippage
Sr.
no
1.
Possible diagnosis
Linkage out of adjustment or

binding
2.
Release bearing is too long,

holding the clutch in a slightly
3.
disengaged position
The friction surface on the
flywheel, pressure plate or disk
is glazed (usually from heat)
4.
Likely solutions
Adjust the linkage to create
proper amount of slack in the
system
Use a shorter release bearing.
See the chart in the text
Resurfacing and replacement
of clutch assembly
Use a larger clutch or a heavier
The clutch is too small and/or
spring. The former is often
the spring load is too light
preferable. Extreme cases may

require both
5.
Repair the oil leak (typically

Oil on the clutch disc
6.
Broken or fatigued springs
the engine rear main or oil pan

if not the transmission from
seal) and replace the disc
Replace the pressure plate
Clutch chatters when engaging
Sr.
Possible diagnosis
no
1.
Damper springs in the clutch

disc hub or the marcel spring
between the facings is fatigued
Friction surface on the flywheel
2.
or pressure plate is glazed from

3.
the heat
Clutch disc is running out on the
4.
input gear (hub problem)

The flywheel or pressure plate
surface is running out
5.
Likely solutions
Replace the clutch disc
Resurface or replace as
necessary
Replace the clutch disc
Reface or replace as required
Repair the oil leak (typically the
engine rear main or oil pan if
Oil on friction surfaces
not the transmission from seal)

and replace the disc. Avoid
parts contamination upon
reassembly
Inspect the linkage, paying
6.
Linkage works erratically
special attention to the holes in

each lobe. Repair or change
the linkage as required
Pedal is hard to push and hold down
Sr.n
Possible diagnosis
Likely solutions
o
1.
Improperly set-up linkage
Change as required
2.
system
Pressure plate spring load
Reduce spring load, or, if high
excessive for linkage
pressure clutch is required

then modify the linkage to
give the minimum travel that
will still release (i.e., provide
the required .025 air gap) and
leave a finger clearance of
1/16"
PROJECT ON
DESIGN STUDY OF
TRACTOR BRAKE
COMPONENT- BRAKE ASSEMBLY
CONTENTS
1. Introduction
2. Important Input parameters for design of
Desig
Failures
study
Brake
3. Types Brakes of used in Tractors
4. Failures and their root causes with
solutions
1. Introduction
1.1 Function of brake
1.2 Components of brake
1.3 Function of brake components
1.3.1 Actuating unit
1.3.2 Friction disc
1.3.3 Intermediate disc
Introduction
This paper gives an overview of Brake function, types of Brakes, layout
and design and explains possible problems and solutions.
1.1
Function:
The basic function of brake system is to slow a vehicles speed or to

generate required torque for to stop the given load within the time
allocated/ a brake is a device by means of which artificial frictional
resistance is applied to moving vehicle, in order to retard or stop the
motion of a machine.
1.2
Components of Disc Brake:

Pivot
Brake
Push
Friction
Girling
Fig.19. Disc brake
Linkage
system
Brake
Linkage for left

brake
Linkage for right

brake
Fig.20. Total brake assembly with linkage system
1.3 Functions of components:

1.3.1 Actuating unit:
The actuating unit, which are pulled together by springs, are steel balls
which located in recesses of carefully designed form; the two discs are
coupled by links to operating rod. When the brake is applied, tension in
operating rod causes the links to turn the two actuating disc slightly, in
opposite direction. Girling plate is mostly made from cast iron.
Space for steel
Fig.21. Actuating unit

1.3.2 Friction disc:
Sintered bronze facing is mostly used material for friction disc in oil
immersed brake. Friction disc is act as stopping device for vehicle. The
selection of friction disc is depends on the properties Material Grade,
Comparative properties of lining material, Coefficient of friction.Asbestos

and non-asbestos material is used for brake lining.
Fig.22. Friction disc

1.3.3 Intermediate disc:
Intermediate disc is made from material cold formed high strength steel
and stationary intermediate disc are necessary between adjacent pairs of
friction discs.
Fig.23. Intermediate disc
2.Important Input parameters for design of Brake

2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
Braking Mechanic
Service Braking Device
Braking System Hysteresis
Brake Hysteresis
Parking Braking Device
Brake Control Input Force
Maximum Mass
Application Force
Mean Deceleration
Braking torque
Total Braking force
Actuation Time
Stopping Distance
Braking Power
Braking Deceleration
Initial braking temperature
Brake friction material
Ramp angle
Coefficient of friction
Important Input parameters for design of Brake

2.1 Braking Mechanics:
Mechanical phenomena occurring between the initiation of the control
device and the end of the braking action.
2.2
Service Braking Device:
A device which is reduces the speed of a moving tractor or to bring it to a

stop.
2.3
Braking System Hysteresis:
Difference in control forces between application and release for the same
braking torque
2.4
Brake Hysteresis:
Difference in application forces between application and release for the

same braking torque
2.5
Parking Braking Device:
The device in which the tractor can be maintained at rest even on a slope
and in the absence of the driver
2.6
Brake Control Input Force
The sum of all forces applied by the operator to the braking device
control, measured at the point of load application, in a line from the point
of application through the operators hip joint for foot pedal controls, or
through the arm to shoulder joint for hand-operated controls.
2.7
Maximum Mass
Technically permissible maximum mass of the tractor stated by the

manufacturer as in the case for the road work for stopping distance tests
or as ballasted during the drawbar tests for brake holding capability tests.
2.8
Application Force:
In friction brakes, the total force, applied to one brake lining, assembly
which causes the braking force by frictional effect
2.9
Mean Deceleration
The average deceleration calculated from initial speed and stopping

distance as defined by the following formula:
F = V/2S
Where,
F = mean deceleration, m/s/s;
V = initial speed, m/s; and
S = stopping distance, m.
2.10 Braking Torque:
Product of the frictional forces resulting from the application forces in one
brake and the distance between the points of application of these forces
and the axis of rotation
2.11 Total Braking force:

Sum of the braking forces at the interfaces between all the wheels and the
ground, produced by the effect of the braking system, which oppose the
movement or the tendency of movement of the vehicle
2.12 Actuation Time:
Actuation time means the time elapsing between the beginning of the
actuation of the control pedal and the moment when it reaches its final
position corresponding to the applied control force (or its travel)
2.13 Stopping Distance, s:
The distance travelled by a tractor between the point at which the first
movement of the braking device control is made, and the point at which
the tractor comes to a stop.
2.14 Braking Power, P:
Product of the total braking force F. and of the vehicle speed, v
P = Ff*V
2.15 Braking Deceleration:
Rate of reduction of speed obtained by the braking system in the time
considered (t)
2.16 Initial braking temperature:
Initial braking temperature, the temperature of the lining at the time that
braking starts.
2.17 Brake friction material:
Brake pads, rotor and linings are made from materials which have a
high
coefficient of friction. The choice of material
depends on the braking application, but it needs to be able to absorb and

disperse large amounts of heat without braking performance being
adversely affected.
A brake lining, or any engineering material for that matter, has both
properties and characteristics.
Properties are things like the melting point, density, elastic constants, and
thermal conductivity. Properties are material constants, whose values are
independent of the method of measurement. Characteristics, on the other
hand, are observed or measured responses when materials are placed into
a specific piece of hardware and operated in a certain environment.

Therefore, friction, torque, and wear behaviour of brake linings are
material characteristics, not basic properties.
Material Properties of Disc Friction Material
Material
Ceramic
Cast Iron
Cast
Carbon
Property
Porcelain
Value
Value
Steel
Value
Units
Name
Elastic
2.2059E+11
6.6178E+10
2.0000E+11
N/m2
Modulus
Poissons
0.22
0.27
0.32
NA
Ratio
Mass Density
Compressive
2300
5.5149E+08
7200
5.7219E+08
7800
2.4817E+08
Kg/m2
N/m2
Strength
Thermal
1.0800E-05
1.2500E-05
1.2500E-05
/Kelvin
Coefficient
Thermal
1.4949
45
30
w/(m.K)
Conductivity
Specific Heat
877.96
510.00
500.00
J/(kg.K)
Expansion
Material Properties of Friction Material

Material
Friction
Maximum
Cooling Oil Maximum
Maximum
Coefficient
Facing
Flow
Energy
Bulk
Rate
Temperatu
Pressure
re
Dry Operation
Organic
0.2-0.5
Cera0.2-0.4
0.1-0.3
0.7-0.9
Dry
Dry
0.5-0.8
0.8-2.3
150
200-250
Metallic
Wet Operation
Paper
0.09-0.13
Moulded
0.08-0.10
Filled
0.08-0.10
0.8-2.5
1.5-2.5
1.5-2.5
6-30
2.5-12
2.5-12
0.8-1.2
1.0-3.0
1.0-3.0
230-280
250-300
250-300
Fluorocarb
on
Sintered
0.04-0.09
1.5-3.5
2.5-12
1.0-2.0
300
Metallic
Brakes are now manufactured from a variety of different materials that

may be:
Non-asbestos organic
Asbestos
Low metallic
Semi-metallic
Ceramic
2.18 Ramp angle:

Ramp angle which is provided for easy travel of steel balls between the
two girling plates for proper expansion of the plates. Ramp angle is
depends on the factor which are coefficient of friction, pedal travel, pedal
force.
2.19 Coefficient of friction:

The Coefficient of friction is the property of material. In oil immersed
brake Coefficient of friction kept minimum and in dry type it is maximum.
Types of Brake
2.1 Dry type brake

3.1.1 Function of dry brake
2.2 Oil immersed brake
3.2.1 Function of oil immersed brake
Types of Brake
3.1
Dry type brake:
Fig.24.Dry type clutch

3.1.1 Function of Dry brake:
The brake is suited for application to an intermediate shaft f the
transmission. The inner face of housing acts as a mating surface, the side
of transmission casing as another and the two actuating discs each have
one working face. Between the two actuating discs, which are pulled
together by springs, are steel balls which located in recesses of carefully
designed form, the two discs are coupled by links to the operating rod.
When the brake is applied, tension in operating rod causes the links to
turn the two actuating discs slightly, in opposite directions, the shape of
recesses in which the hardened steel balls locate is such that, as the discs
move relative to each other, the balls force them apart and apply pressure
to the rotating friction discs. The reaction to the brake torque which is
developed causes the actuating discs assembly to rotate slightly, in the

same direction as the friction discs, until the peripheral lug on one the
actuating discs contacts a projection inside the housing: there are two
projections, so placed that whichever way the tractor is moving, the forces
on the lug which is contacted increases the relative rotational movement
of the actuating discs which was initiated by the operating rod.
3.2
Oil immersed brake:
Objective:
Increased reliability and effectiveness especially for heavy operations by
introduction of OIB brakes
Key benefits:
Higher life of Brake lining
Better Brake Efficiency
3.2.1 Function of oil immersed brake:
The oil which is shared with gearbox serving to dissipate the heat
generated during an application. Sintered bronze facings are commonly
used and, to compensate for the lower friction level in oil.
Oil housing
Oil pipeline
Fig.25 Oil Immersed Brake
3. Failures and their root causes with solutions

4.1Brake troubleshooting chart
4.2
Causes and remedies
Failures and their root causes with solutions

4.1 Brake troubleshooting chart

Symptom
Not Enough
Cause
Overheated Brake
Brake
Soft, Spongy,
Solution
1. Improve the brake
cooling
2. Use a larger brake
Incorrect pedal ratio
rotor
Change pedal ratio
1. Blocked brake line

2. Tractor too heavy for
1. Replace the brake line

2. Upgrade the brake
Low
or No Pedal
Pedal Too Hard
brake system
Dragging
Brakes
Brake Pulls to
one Side
system
Blocked brake line
Replace the brake line
1. Bad wheel alignment

2. Blocked front brake
1. Align the suspension

2. Replace the brake line
line
4.2 Cause Analysis:
Driver loses control of vehicle on decline or incline

Driver does not stop at the start of the decline
Vehicle runs too fast down decline
Thermal cracking in disc brake
Skidding of tractor wheels when braking (jack-knifing)
Ergonomics of gear selection difficult
Brake failure
Insufficient braking capability
Instability of vehicle when braking
Trailer mass too high for tractor for safe stopping
Allowable mass for trailer not marked on trailer
Poor road surface (wet and slippery)
Remedial Actions/Recommendations:
Mandatory stop far enough in front of decline to validate

functionality of brakes and correct gear selection before
start of decline
Increase the yield and fatigue strength of material

Trailer and load mass must be controlled
Allowable tractor-trailer combinations must be specified
Fit service brakes to heavier trailers to improve stability and to
reduce the risk of jack-knifing

Prevent driving on declines when slippery (wet)
Regular testing and maintenance of brakes
Improve rules and signs to include recommendations
Re-train drivers (including practicing emergency stopping on
declines)
4.3 Project- FSC of less effective braking for FT-40 tractor.

Test configuration- Unballast Tractor- As is condition
Tractor speed at full- 34.83
Max tractor speed with trolley-30.12
Max stopping distance-15.68
DESIGN PROCESS
DEFINATION
COMPONENT-SYNCHRONIZER
CONTENTS
1. Introduction
2. Important Input parameters for design of
Design
Synchronizer
3. Types Synchronizer of used in Tractors
Introduction
This paper gives an overview of synchronizer function, types of
synchronizer, layout and design and explains possible problems and
solutions.
Modern transmission concepts require increased efforts to achieve
improvements in comfort and efficiency in line with reduced cost.
Synchronizer systems are the central element for a change of ratio in
stepped transmissions. The trend toward transmissions with optimized
efficiency and improved comfort at the same time requires aligned highcapacity synchronizer systems.
Meaning of synchronize:
To synchronize means to adjust the speed of shaft and gear wheel.
Synchronizers are the key elements in manual transmissions as well as in
double-clutch transmissions.
A Friction Clutch
Allow the idler gearwheel and

shaft to match their speeds
complying with engaging
load/timing
1. Function
of Synchronizer:
A Positive Coupling
Should capable to
transmit the Toque after
The basic functions of the synchronization between the transmission shaft

and gear wheel is torque transmission. Or a synchronizer system is to
ensure that equal rpm of both the mating parts is reached before
engagement of the dog teeth takes place.
2. Synchronizer requirements for tractor:

1.
2.
3.
4.
5.
6.
Synchronizing time
Shift travel
Shift impulse
Shift force
Drag torque
Load cycle
3. Operator or Driver parameters

1.
2.
3.
4.
Shifting force
Shifting Time
Amount of clutch disengagement (Partial or Full)
Correct gear selection
Input parameters required for synchronizer performance:

(A) Transmission Parameters1.
2.
3.
4.
5.
6.
7.
8.
Reflected Moment of inertia of all rotating parts

Number of teeth of Input Shaft Gear
Number of teeth of Constant Mesh Gear
Number of teeth of each Drive Gear
Number of teeth of each Free Gear
Number of teeth of Reverse Idler Gear
Engine rpm
Load factor (L)
(B) Synchronizer Parameters1.

2.
3.
4.
5.
Outside diameter (D)

Cone angle (a)
Cone band (b)
Friction coefficient (m)
Axial Force (F)
Components of synchronizer
Fig. 26 Components of synchronizer
Fig.27. Gear assembly with synchronizer
Difference between a collar-shift and synchro-shift constant mesh

transmission:
Friction contact
before teeth
engagement
Working of synchronizer:
The synchronization process always follows the same sequences. The
sleeve is moved by the shift fork towards the gear to be engaged. As long
as there is a speed difference between the sleeve/hub-system and the
gear wheel the sleeve is blocked by the blocker ring and the synchronizer
rings create a friction torque. When the speeds are synchronized the
sleeve can be moved further and engages into the spline of the
engagement ring at the gear wheel.
Main advantage of Synchro mesh:

1. It overcomes the one main disadvantage of Constant Mesh which is
noise and rattling during quick gear shifts.
Synchronization processes:
A. Neutral position:
B. Presynchronisation:
The fork is moving the sleeve in axial direction until the detents have
contact with the blocker ring.
The detent force (50-100 N) creates a friction torque in the
synchronizer.
This friction torque positions the blocker ring radially. I.e. the indexing
lugs at the blocker ring bend to the pockets in the hub. This positions
the blocking teeth at the blocker ring against the teeth of the sleeve.
C. Synchronisation:
With higher shift force the sleeve moves towards the blocking
teeth of the blocker ring
The teeth of the sleeve push against the blocking teeth of the
blocker ring
Speed difference is reduced until n1 = n2
N1
D. Blocking release:
At speed difference 0 i.e. n1=n2 the blocking condition is no

longer valid.
The sleeve can turn back the blocker ring and move forward
through the spline of the blocker ring.
N
N1
E. Engagement:
The sleeve moves forward towards the spline of the

engagement ring.
In this phase a new speed difference between n1 and n2 can
occur
F. Gear shifted:
The sleeve enters into the engagement ring.

Speed differences between n1 and n2 can cause bumps at the
entering into the engagement ring.
Friction material selection:
Keeping the main requirements of material in mind like- low cost, easy to
machine and availability, we have to focus on following characteristics
while choosing the friction material for synchronizer.
A High Wear Resistance
No Abrasive Wear on the Mating Part
A Constant Friction Level Independent of the Load and Number of

Shifts (>200000)
Protection against Overload (Abuse)
Adequate Oil Compatibility
Synchronizers Design Challenges

1. It should be highly durable even in extreme conditions.
2. It should be capable to withstand its characteristics even when there is
abuse using.
3. It should be fit in minimum packaging space.
4. High manufacturing cost is also a challenge in present market. It
should have minimum manufacturing cost.
Types of Synchronizer
Based upon the synchronization, synchronizers can be divided in

following types:
1. Strut type synchronizera) Single cone synchronizer
b) Multicones synchronizer
2. Pin type synchronizer
3. Multi-plate synchronizer
4. Porsche synchronizer
1. Strut type synchronizera. Single cone synchronizer:

b. Multicones synchronizer:
Performance of Multi Cones synchronizers is high because of more
friction area.
2. Pin type synchronizer:
Pins are used for blocking sleeve instead of synchronizer rings
3. Multi-Plate synchronizer:
The multi-plate synchroniser in its present form has been developed from
the multidisc clutches used in power shift transmission. Because of its
large power transmission surface it is suitable whenever there is a
requirement for very high synchroniser performance.
Multiple discs used to generate friction torque instead of tapered cone
4. Porsche synchronizer
Split synchronizer ring is

used which expands to
gain friction torque when
we do the shifting
Shifting of synchronizer gear:

Transmission Operation:
1.
Power flow in neutral

The input shaft drives the counter shaft
All of the gears on main shaft rotate
The synchronizers are not engaged with any gear
No power is transferred to the output shaft
Fig.28. Power flow in neutral
2. Power flow in first gear

The power enters the transmission through the input shaft
The first/second synchronizer sleeve is engaged with the first gear
dog teeth
The power is transferred from the input shaft, through the
countershaft, and up to the first gear
The first gear drives the output shaft
Fig.29. Power flow in first gear

3. Power flow in second gear
The first/second synchronizer sleeve is engaged with the second gear
dog teeth
countershaft, and up to the second gear
The second gear drives the output shaft
Fig.30. Power flow in second gear

4. Power flow in third gear

The third/fourth synchronizer sleeve is engaged with the third gear dog
teeth
The power is transferred from the input shaft, through the countershaft, and
up to the third gear
The third gear drives the output shaft
Fig.31. Power flow in third gear

5. Power flow in fourth gear
The third/fourth synchronizer sleeve is engaged with the fourth gear
dog teeth
The power is transferred from the input shaft to the fourth gear
The fourth gear drives the output shaft
Fig.32. Power flow in fourth gear

6. Power flow in fifth gear (overdrive)

The fifth gear synchronizer sleeve is engaged with the fifth gear dog
teeth
countershaft, and up to the fifth gear
The fifth gear drives the output shaft in overdrive
Fig.33. Power flow in fourth gear

7. Power flow in reverse gear
The reverse gear synchronizer sleeve is engaged with the reverse
gear dog teeth
countershaft, through the reverse idler gear, and up to the reverse
gear
The reverse gear drives the output shaft in reverse
Fig.34. Power flow in Reverse gear
The main problems synchronisers causes for the operator arises

from:
1. Sticking
2. Upshift grating
3. Shifting noise
VITAE
PUJA MUKUND MALVADE
A candidate for the degree
Of
BACHELOR OF TECHNOLOGY (AGRICULTURAL ENGG.)
TITLE OF PROJECT- DESIGN STUDY OF TRACTOR CLUTCH

AND BRAKE
Department- Transmission Design Department
Biographical information:
Personal Data:
Born on the 31 July, 1992, at Walwa,

Tal: walwa, Dist.: Sangli(MS).
Educational :
Completed SSC and HSC from H.K.A junior college,

Walwa.
Completed the B. Tech from Dr. Annasaheb Shinde
College of Agril. Engg. Rahuri (MS).
Address
A/P: Walwa, Tal: Walwa, Dist.-Sangli, Maharashtra.
E-mail
puja.malvade@gmail.com

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PT

Bearing dia. For

Bearing Dia. For

Fig.17. Components of Double plate type clutch (Independent PTO clutch)

Design study of tractor Clutch and BrakePage 1

Fig. 18 Dual clutch

Design study of tractor Clutch and BrakePage 2

4. Failures and their root causes with solutions

Failures and their root causes with solutions

Clutch troubleshootings and solution:

Clutch drags. It won't release completely and the transmission

and shorten the arm

Pressure plate or cover is warped

Replace the pressure plate

Clutch disc is too large. The edge

reface the flywheel

of the disc is interfering with the

Linkage out of adjustment or

Release bearing is too long,

The clutch is too small and/or

spring. The former is often

the spring load is too light

preferable. Extreme cases may

Design study of tractor Clutch and BrakePage 4

Repair the oil leak (typically

Broken or fatigued springs

the engine rear main or oil pan

Clutch chatters when engaging

Damper springs in the clutch

or pressure plate is glazed from

input gear (hub problem)

Replace the clutch disc

Oil on friction surfaces

not the transmission from seal)

special attention to the holes in

Pedal is hard to push and hold down

Improperly set-up linkage

Reduce spring load, or, if high

excessive for linkage

pressure clutch is required

Design study of tractor Clutch and BrakePage 6

COMPONENT- BRAKE ASSEMBLY

Design study of tractor Clutch and BrakePage 7

Design study of tractor Clutch and BrakePage 8

The basic function of brake system is to slow a vehicles speed or to

Components of Disc Brake:

Fig.19. Disc brake

Design study of tractor Clutch and BrakePage 10

Linkage for left

Linkage for right

Fig.20. Total brake assembly with linkage system

Design study of tractor Clutch and BrakePage 11

1.3 Functions of components:

Space for steel

Fig.21. Actuating unit

Design study of tractor Clutch and BrakePage 12

Comparative properties of lining material, Coefficient of friction.Asbestos

Fig.22. Friction disc

Fig.23. Intermediate disc

Design study of tractor Clutch and BrakePage 13

2.Important Input parameters for design of Brake

Important Input parameters for design of Brake

Service Braking Device: