. Automotive industries . Fig. 10—The Halley 31/j-ton clutch Fig. 11—The Mack clutch Fig. 12—The Austin clutch June 16, 1921 AUTOMOTIVE INDUSTRIES THE AUTOMOBILE 1305 Fig. 15—The Hoosier clutch. 14—The Borg & Beck clutch as wear occurs, the rivet heads never bear on the metallicfriction sin face as in most other constructions after con-siderable wear takes place. In this way the useful life ofthe fiiction disk is much increased. A somewhat differ-ent type of single plate clutch widely used in this coun-try is shewn in Figs. 14 to 16. This type employs asingle spring placed co-axial
. Automotive industries . Fig. 10—The Halley 31/j-ton clutch Fig. 11—The Mack clutch Fig. 12—The Austin clutch June 16, 1921 AUTOMOTIVE INDUSTRIES THE AUTOMOBILE 1305 Fig. 15—The Hoosier clutch. 14—The Borg & Beck clutch as wear occurs, the rivet heads never bear on the metallicfriction sin face as in most other constructions after con-siderable wear takes place. In this way the useful life ofthe fiiction disk is much increased. A somewhat differ-ent type of single plate clutch widely used in this coun-try is shewn in Figs. 14 to 16. This type employs asingle spring placed co-axially with the clutch itself andarranged so that the pressure of the spring on the facingsis multiplied by lever and toggle devices. The advocatesof this type claim the advantage of uniform pressure atall points on the friction surface, which, they contend, isnot secured when separate direct acting springs are em-ployed. This advantage is, however, dependent upon hav-ing the same size and fit on the various bearing partsinvolved, as well as on equal wear; hence, there is somequestion whether a more uniform pressure is obtained inreality than is secured by properly calibrated sets ofsprings a
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectaeronautics, bookyear
