Formulary Generally Axle Load Distribution Payload Distribution Braking Distance Driving Force Work/Energy Radian Measure Tension (brake) Brake Force Brake Pedal Brake Force (wheel) De-/Acceleration Braking Distance Braking Period CO2 emission Density Torque Pressure Injection Quatity Electrical Power Riding Speed Centrifugal Force Gas Speed Speed Coaxial Gearbox Lever Ratio Hollow Cylinder Stroke-bore Ratio Displacement Power Output p.l. Hydraulic Ratio Capacity Piston Speed Piston Force Force Crank Mechan. Forces Fuel Consumption 1 Fuel Consumption 2 Fuel Consumption 3 Ciruit Area Circuit Ring Circumference Clutch Pedal Power (mechanical) Power (effective) Power (indicated) Efficiency Weight Wire Resistance Steering Ratio Volumetric Efficiency Air Ratio Venturi Air Resistance Parallel Circuit Planetary Gearbox Percent Rectangle Rectangle Column Friction Force Tyre Calculation Serial Circuit Rolling Resistance Cam Dwell Dwell Period Slip Spread of Gears Climbing Resistance Ratio Circumference speed Conversions Not Coaxial Gearbox Valve Opening Area Valve Opening Angle Valve Opening Period Compression Ratio 1 Compression Ratio 2 Amount of Heat Resistance Efficiency Cube Ignition Interval Cylinder
The clutch is considered to be the drive train component which is subjected to the highest strain. The momentum which it has to transfer, depends first of all, on the available diameter and the engine torque to be transferred. Of course the pressure force of the springs, thus the pedal force, should also not be excessive. Finally, as a rule, a security factor of 1,1 to 1,6 - which has not yet been entered into the formula below - is taken into account.
The friction coefficient (dry) for organic pads or linings is 0,25 to 0,5, and for inorganic 0,3 - 0,6. In wet-clutches with different linings it is lower.
