214Driven plate wear

Lining life is also improved by increasing the number of pairs of rubbing surfaces because wear is directly related to the energy dissipation per unit area of contact surface. Ideally, by doubling the surface area as in a twin plate clutch, the energy input per unit lining area will be halved for a given slip time which would result in a 50% decrease in facing wear. In practice, however, this rarely occurs (Fig. 2.1) as the wear rate is also greatly influenced by the peak surface rubbing temperature and the intermediate plate of a twin plate clutch operates at a higher working temperature than either the flywheel or pressure plate which can be more effectively cooled. Thus in a twin plate clutch, half the energy generated whilst slipping must be absorbed by the intermediate plate and only a quarter each by the flywheel and pressure plate. This is usually borne out by the appearance of the intermediate plate and its corresponding lining faces showing evidence of high temperatures and increased wear compared to the linings facing the flywheel and pressure plate. Nevertheless, multiplate clutches do have a life expectancy which is more or less related to the number of pairs of friction faces for a given diameter of clutch.

For heavy duty applications such as those required for large trucks, twin driven plates are used, while for high performance cars where very

Number of rubbii

Fig. 2.1 Relationship of torque capacity wear rate and pairs of rubbing faces for multiplate clutch

Number of rubbii

Fig. 2.1 Relationship of torque capacity wear rate and pairs of rubbing faces for multiplate clutch rapid gear changes are necessary and large amounts of power are to be developed, small diameter multiplate clutches are preferred.

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