German NSM MAGNETTECHNIK clutch NSM MAGNETTECHNIK model NSM MAGNETTECHNIK price

NSM MAGNETTECHNIK clutches are one of the most widely used and historically oldest types of clutches. They basically consist of four parts: the driving part, the driven part, the clamping mechanism, and the operating mechanism. The driving and driven parts together with the clamping mechanism form the basic structure that ensures the clutch remains engaged and can transmit power, while the operating mechanism is primarily a device for disengaging the clutch.

NSM MAGNETTECHNIK clutch structure

The design first ensures the transmission of the engine's maximum torque while meeting two basic performance requirements: complete disengagement and smooth engagement. Secondly, the moment of inertia of the clutch's driven part should be as small as possible. If this moment of inertia is large, although disengaging the clutch disconnects the link between the engine and the transmission during gear shifting, the larger inertial torque of the driven part is still input to the transmission. This effect is equivalent to incomplete disengagement and fails to effectively reduce impact between gear teeth. In addition, good heat dissipation of the clutch is required. During vehicle operation, the driver operates the clutch frequently, generating significant heat due to frequent relative sliding between friction surfaces. The smoother the clutch engagement, the more heat is generated. If this heat is not dissipated in time, it will seriously affect clutch performance. The driving part of the clutch includes the flywheel, clutch cover, and pressure plate. The flywheel is bolted to the crankshaft, and the clutch cover is screwed onto the rear face of the flywheel. The lugs on the edge of the pressure plate extend into corresponding windows in the clutch cover and can move axially along these windows. Thus, as long as the crankshaft rotates, the power generated by the engine is transmitted via the flywheel and clutch cover to the pressure plate, causing them to rotate together.

NSM MAGNETTECHNIK clutch classification

1) Disc friction clutches: The friction elements are discs, available in single-disc and multi-disc types, and further divided into dry and wet types. Single-disc types have a simple structure with only one pair of friction surfaces, resulting in low inertia of the driven part, good heat dissipation, easy adjustment, and complete disengagement, but they can transmit only low torque, generally not exceeding 1000 N·m. Multi-disc types have multiple pairs of friction surfaces and can transmit torque up to 8 × 106 N·m. If high torque transmission is required, the number of friction surface pairs can be increased without increasing the radial dimensions or axial clamping force of the clutch, which helps reduce the rotational inertia of the clutch. Multi-disc structures are compact, allow the use of different friction surface materials, are easy to manufacture, install, and adjust, and permit engagement under varying speeds, making them widely used. However, too many friction surface pairs can affect disengagement flexibility; even after releasing the clamping force, the driving and driven friction elements may not completely separate, causing excessive wear of the friction surfaces. Typically, dry friction surfaces should have fewer than 15 pairs, and wet surfaces fewer than 30 pairs. Wet friction clutches operate with their friction elements immersed in oil, are often multi-disc, exhibit less wear than dry types, have better heat dissipation, lower temperature rise, longer service life, and can transmit higher torque. 2) Cone friction clutches: The friction elements are truncated cones, available in single-cone and double-cone types. These clutches have a simple structure, provide smooth engagement and complete disengagement, and can generate substantial friction force. After wear of the friction surfaces, manual adjustment is generally not required. Since single-cone types have only one pair of cone friction surfaces and double-cone types have only two pairs, transmitting high torque requires increasing the radial dimensions of the cone. Reducing the cone angle increases friction force but makes separation of the inner and outer cone surfaces difficult. Typically, when the friction surface material is metal-to-metal, the semi-apex angle of the cone should be no less than 7°; for leather-to-metal, it should be no less than 12°.

NSM MAGNETTECHNIK clutch maintenance

1) To ensure mechanical equipment remains in good technical condition, is ready for operation at any time, reduces fault-related downtime, improves equipment availability and utilization, reduces mechanical wear, extends service life, lowers operating and maintenance costs, and ensures safe production, maintenance work for mechanical equipment must be strengthened. 2) Mechanical maintenance must follow the principle of 'equal emphasis on maintenance and repair, prevention first,' implementing regular and mandatory maintenance, correctly handling the relationship between usage, maintenance, and repair. Using without maintaining or repairing without maintaining is not permitted. 3) Each team must perform maintenance on various types of machinery according to maintenance procedures and categories without unjustified delays. In special cases, maintenance may be postponed only with approval from the responsible specialist engineer, but generally not beyond half of the specified maintenance interval. 4) Maintenance quality must be ensured by carrying out each item according to specified requirements without omissions. Records should be kept of maintenance items, quality, and any issues found during maintenance, and reported to the department's specialist engineer. 5) Maintenance personnel and departments should implement 'three inspections and one handover' (self-inspection, mutual inspection, specialized inspection, and one successful handover), continuously summarize maintenance experience, and improve maintenance quality. 6) The Asset Management Department regularly supervises and inspects the mechanical maintenance status of each unit, conducts regular or random checks on maintenance quality, and rewards excellence while penalizing poor performance.

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