International Journal of Innovative Technology and Exploring Engineering (IJITEE)

ISSN: 2278-3075, Volume-3, Issue-7, December 2013

Design and Analysis of Clutch Using Sintered Iron

as a Friction Material
Mamta G. Pawar, Monarch K. Warambhe, Gautam R. Jodh

Abstract— Clutch system is among the main systems inside a II. AUTOMOTIVE CLUTCH SYSTEM
vehicle. Clutch is a mechanical device located between a vehicle
engine and its transmission and provides mechanical coupling Automotive clutches are located between the engine and
between the engine and transmission input shaft. Clutch system the transmission. It provides mechanical coupling between
comprise of flywheel, clutch disc plate and friction material, the engine and transmission input shaft. Manual transmission
pressure plate, clutch cover, diaphragm spring and the linkage cars need a clutch to enable engaging and disengaging the
necessary to operate the clutch. The clutch engages the transmission.
transmission gradually by allowing a certain amount of slippage The clutch engages the transmission gradually by allowing
between the flywheel and the transmission input shaft. However, a certain amount of slippage between the flywheel and the
the slipping mechanism of the clutch generates heat energy due to transmission input shaft (Erjavec 2005).Clutch basically
friction between the clutch disc and the flywheel. At high sliding
velocity, excessive frictional heat is generated which lead to high
consists of six major parts: flywheel, clutch disc, pressure
temperature rise at the clutch disc surface, and this causes plate, diaphragm spring, clutch cover and the linkage
thermo-mechanical problems such as thermal deformations and necessary to operate the clutch (Lee and Cho 2006) as shown
thermo-elastic instability which can lead to thermal cracking, in Figure 1.
wear and other mode of failure of the clutch disc component.
In this project, the modeling of clutch is done in detailed using
modeling software. After that the FEM analysis is done for
sintered iron friction material. The stresses & deformation
obtained for this friction material is then compared to analysis
software result. The analysis is done for worn out friction disc.

Index Terms — Coefficient of friction, von-misses stress,

young’s modulus and poisons ratio.

I. INTRODUCTION
A clutch is a mechanical device for quickly and easily
connecting or disconnecting a pair of rotating coaxial shafts.
It is usually placed between the driving motor and the input Figure 1. Single plate diaphragm clutch system.
shaft to a machine, permitting the engine to be started in an
unloaded state. Single plate, dry clutch is among the popular III. LITERATURE REVIEW
type of clutches in use. A clutch is a mechanism designed to
In 1885, it was reported that when Karl Friedrich Benz has
disconnect and reconnect driving and driven members. It is a
invented the first commercial gas powered automobile, the
device, which enables one rotary drive shaft to be coupled to
famous Tri-Cycle, he also was the first person to invent and
another shaft, either when both the shafts are stationary or
use the clutch system to the car (Wikipedia website 2007).
when there is relative motion between them. The need for the
Exedy Corp., one of the major players for clutch technology,
clutch seems mainly from the characteristics of the
turning-effort developed by the engine over its lower speed which manufactured clutches under the brand name of Exedy
range. When idling, the engine develops insufficient torque and Daikin, was reported to produce rigid type disc clutch
for the transmission to be positively engaged. To obtain a since 1918, which was a clutch disc with the plate and spline
smooth engagement, the clutch has to be progressively hub secured by rivets (Daikin Clutch website 2007). Until
engaged to take up the drive until the torque transmitted from now, clutch manufactures has come out with new and
the engine equals that required to propel the vehicle. Also the efficient technologies for clutch system to compensate higher
torque produced by bigger engine created especially for
clutch disconnects the engine from the transmission to
heavy vehicles.
change the gear. The clutch, thus, takes up the drive smoothly
According to Samir Safarni after gear shift & during the
and also disengages the drive whenever necessary.
clutch re-engagement the clutch disc allows the transmission
of progressive torque through its Axial Stiffness. One of the
most important components use in coupling & decoupling of
motor & transmission during gear change. One of the most
important components used in this process is clutch disc that
Manuscript received December 2013.
allows a soft gradual re-engagement of torque transmission.
Ms. Mamta. G. Pawar, Department of Mechanical Engineering, Dr. This progressive re-engagement obtained by friction disc
Babasaheb Ambedkar College of Engineering & Research, Nagpur, India. characteristics in the axial direction preserves the drivers
Mr. Monarch K. Warambhe, Department of Mechanical Engineering, comfort & avoid mechanical shock [06].
Rajiv Gandhi College Of Engineering and Research, Nagpur, India.
Mr. Gautam. R. Jodh, , Department of Mechanical Engineering, Dr. According to K. Tripathi, the friction clutch must be
Babasaheb Ambedkar College of Engineering & Research, Nagpur, India. design for minimum axial force between

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 Design and Analysis of Clutch Using Sintered Iron as a Friction Material

the pressure plate & clutch plate. They suggested that for B. Clutch Friction Surface Failure Mode
optimum design of friction disc the ratio of inner radius to Following table shows the various failure modes in clutch &
outer radius should be kept 0.577.There basic design is based the causes of failure & the effect of that failure on the clutch
on minimum axial force between pressure plate & clutch plate. [11]
plate. [02]
Table 3. Failure Mode of Friction Plate
IV. CLUTCH MATERIALS PROBLEM CHRACTERSTIS CAUSES
The clutch disc is generally made from grey cast iron Friction material Overheating &
(Afferante et al. 2003; Poser et al. 2005). This is because grey adhering to unsuitable friction
Material
cast iron has a good wear resistance with high thermal opposing plate often material
Transfer
giving rise to
conductivity and the production cost is low compare to other excessive wear
clutch disc materials such as A1-MMC (aluminum-metal Facing out of Unsuitable friction
matrix composite), carbon composites and ceramic based flatness after high material
composites (Terhech et al. 1995; Jang et al. 2003). High Distortion
operating
thermal conductivity of diffusivity of the material is temperature
considered advantageous because heat is then allowed to Decreasing in Excess oil or grease
dissipate at higher rate (Bostwick and Szadkowski 1998). In coefficient of on friction material
Reduced
this project, BS200 or ASTM G2500 grade grey cast iron is friction giving in a or on the opposing
Performance
selected as the material for the commercial clutch disc. Some permanent loss in surface
performance
properties of the material (BS Grade 200lASTM G2500) are
Lack of
shown in Table below (Heo et al. 2002; CES EduPack 2005). conformability,
Clutch plate
temperature of the
Table 1. Material Properties of Gray Cast Iron Dishing distorted into
outer region is
Structural conical shape
higher than inner
Young’s Modulus 120GPa region
Poission’s Ratio 0.29 Loss of friction Crushing and
Banding or
Density 7200 kg/m3 material at the end of excessive wear of
crushing
Tensile Strength 220MPa band the friction material
Shear Modulus 44-54 GPa Material splitting & High stresses on
Thermal removed from inner facing when
Burst Failure
Thermal Conductivity 310 W/m.K plate working at higher
450 J/Kg.K speed
Specific Heat Grooving of the Material transfer to
facing material on opposing plate
Grooving
the line of
V. SINTERED FRICITON MATERIL movement
Friction pads are manufactured by sintering blend of
powders consisting of heat absorption material along with
friction generating & lubricating materials. The powders are C. Method Of Analysis
blended in optimized proportions & compacted to form a The torque that can be transmitted by a clutch is a function
solid flat button of predetermined shape. They are highly of its geometry & the magnitude of the actuating force
durable with harsher engagement characteristics compared to applied as well the condition of contact prevailing between
organic linings. The quality of materials used along with the the members. The applied force can keep the members
sintering parameter play an important role in providing the together with a uniform pressure all over its contact area &
required performance (Aleksandrova et al 1972).Particulate the consequent analysis is based on uniform pressure
reinforcement gives the necessary WEAR resistant for the condition.
sintered matrix (Mustafa Boz & AdemKurtt2007 ) However as the time progresses some wear takes place
between the contacting members & this may alter or vary the
A. Wear Coefficient Of Different Friction Material contact pressure appropriately and uniform pressure
The different wear coefficient of different friction material is condition may no longer prevail. Hence the analysis here is
as shown in following table. [11] based on uniform wear condition.
Table 2. Typical wear coefficient of clutch friction lining
(Against steel/cast iron) VI. TECHINCAL SPECIFICTIONS OF SINGLE PLATE
Wear Coefficient , CLUTCH
Lining (Pad )Material
Ko (psi-1 )
Table 4. Technical specification
Asbestos Type-I composite 6.46 × 10-11
Specific Model Maximum Maximum Ca
Asbestos Type -II composite 8.09 × 10-11 ation Power Torque pa
TATA 483 48 KW@4500 115 NM cit
Carbon-carbon composite 2.24 × 10-11
DLNA56 RPM @ y
Sintered bronze (dry) 2.42 × 10-11 3000RPM 19
Non Asbestos composite (dry) 9.90 × 10-10 Inner Outer Rim 88
Pressure
Sintered bronze (wet) 5.02 × 10-13 Diameter Diameter diameter C
plate C
200 mm 230 mm 30 mm
Sintered bronze composite 9.31 × 10-11
Friction Inner Outer
Sintered resin composite 3.03 × 10-11 Width
Plate Diameter Diameter

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 International Journal of Innovative Technology and Exploring Engineering (IJITEE)
ISSN: 2278-3075, Volume-3, Issue-7, December 2013

128 mm 228 2 mm C. Meshed Body

External
No of Teeth
Flywhe Diameter
el 260
122

Diaphra Outer
Length
gm Diameter
Spring 50 mm 145 mm

Figure.4. Model > Mesh > Image

D. Static Structural

Figure.2 Exploded view of single plate clutch

VII. ANALYSIS OF SINGLE PLATE CLUTCH USING

SINTERED IRON AS A FRCITON MATERIAL
A. Modelling Of Friction Disc

Figure. 5. Model > Static Structural > Pressure > Image

E. Solution
Table 6. Model > Static Structural > Solution > Results
Object Total Equivalent Maximum Normal
Name Deformatio Stress 2 Shear Stress Elastic
n Strain
Figure 3. Modelling of Friction Disc
State Solved
B. Material Data Definition
SINTERED-IRON Type Total Equivalent Maximum Normal
Table 5. Material Property Deformatio (von-Mises) Shear Stress Elastic Strain
Structural n Stress

Young’s Modulus 275.79MPa Orientation X Axis

Poission’s Ratio 0.34 Coordinate Global

System Coordinate
System
Density 6.2gm/cm3
Results
Thermal Expansion 0.2/0c Minimum 0. mm 3.9462e-00 2.2781e-00 -9.4649e-00
4 MPa 4 MPa 6 mm/mm

Thermal
Maximum 5.3008e-005 6.6447e-00 3.6859e-00 1.2851e-005
0 mm 3 MPa 3 MPa mm/mm
Thermal Conductivity 220 W/m c

Specific Heat 50 J/Kg0

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 Design and Analysis of Clutch Using Sintered Iron as a Friction Material

Figure.9.Model > Static Structural > Solution > Normal

Elastic Strain > Image

VIII. FINITE ELEMENT METHOD USING SINTERED

IRON AS A FRICTION MATERIAL
Calculation Data:
Assuming maximum force applied on clutch pedal = 110 N
for 75 mm pedal travel
With the help of booster the applied force is transferred 2
times to the friction material
Therefore, Force becomes F= 2 ×110 =220 N
Total force is divided into two parts,
Therefore F1 =F2 =110 N
Figure 6. Model > Static Structural > Solution > Equivalent KEVLAR AS A FRCTION MATERIAL
Stress 1 > Image Young’s Modulus (E) =275.79 Mpa
Poisson’s Ratio =0.34
Density = 6.2gm/cm3

Step 1 Discretization: Dividing the part into two CST

elements as shown below

Figure 7. Model > Static Structural > Solution > Total

Deformation > Image
Step 2 Element Connectivity Table

Local Nodes
Element
(1) (2) (3) Global
No.
Nodes
1 1 2 3
2 2 4 3
Step 3 Consider Element 1
3(3)

1(1) 2(2)
Figure 8. Model > Static Structural > Solution > Maximum
Shear Stress > Image Coordinates of CST element are:
X1= 112, y1=0
X2 =114, y2 =0
X3 = 112, y3= 100
x13 y13 0 100
Jacobian J = = J =
x23 y 23 2 100
100 x 2=200
1
Area of Triangle = J =100mm2
2
Radius of Centroid, R1 = X1 + X2 +X3
= (112 +114 +112)/3
=112.8
Shape Function
N1+N2+N3 =1

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 International Journal of Innovative Technology and Exploring Engineering (IJITEE)
ISSN: 2278-3075, Volume-3, Issue-7, December 2013

N1 =1/3
N2=1/3
N3=1/3
Step 4 Stiffness matrix of element 1:
K1 t A BT D B
Where D matrix is strain transformation matrix

Where B = strain displacement matrix

Transpose of Strain Displacement Matrix (BT)

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 Design and Analysis of Clutch Using Sintered Iron as a Friction Material

Step 10 By Principle of mini potential energy

Step 11 Applying Boundary Conditions

u1x 0
u1Y 0
u2 y 0
u3x 0
u3 y 0
u4 y 0
By Gauss elimination method canceling 1x, 1y, 2y, 3x, 3y,4y
rows and columns

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 International Journal of Innovative Technology and Exploring Engineering (IJITEE)
ISSN: 2278-3075, Volume-3, Issue-7, December 2013

On solving we get, Nodal displacements as

Step 12 Stresses in Each Element
1
Stress in element 1, D1 B1 u
u2 x 0.393 10 4 mm
u4 x 0.183 10 4 mm

Figure.11.Equivalent Stress

RESULT: - The total deformation is 5.308 × 10-5 mm and

Von-misses stresses 0.0066447 Mpa.

IX.CONCLUSION
In single plate clutch friction plate plays very important
role in torque transmission from engine to transmission
system. So the friction material property is very important in
2
Stress in element 2, D2 B 2 u clutch. Generally clutch is in engaged position but when
peddle is pressed clutch is disengaged & at that time there is
sudden increase in temperature. Due to friction between
mating part some part of friction material get wear out.
So for designing of clutch disc one should know the wear rate
of that material which are used in clutch disc & common
failure problem associated with clutch Again when some
force is acting on clutch disc there must be some deformation
due to temperature variation & stresses developed in clutch
disc. That should be within the permissible limit.
In this project after designing of clutch disc, the analysis is
done by varying the friction material & following conclusion
RESULT: is drawn.
Total deformation is found to be 0.293× 10-4 mm & stress is The stresses using Kevlar as a friction material & sintered
found to be 6.237 × 10-3 Mpa iron is near about same.
Torque transmission capacity of sintered-iron friction
RESULT VALIDATION BY USING ANSYS RESULT material is 350 to 400N which is more than Kevlar.
FOR SINTERED IRON Total deformation in Kevlar material is less than
Pressure = Force /Area N/mm2 sintered-iron friction material.
Pressure = 220 / 27960 Sintered-iron material can sustain higher temperature.
= 0.007869 Mpa By applying the maximum force i.e, 220 N of the friction
Now this pressure in applied on the friction disc to fine plate of single plate clutch, after analytical calculations &
total deformation & von-misses stresses. The following software analysis the following observations can be obtained.
results are obtained.
SINTERED –IRON (FRICTION MATERIAL)
Analytical Calculation Software
Analysis
Total 0.393 × 10-4 mm 0.5308 ×10-4
Deformation Or mm or
3.93 × 10-5 mm 5.308 × 10-5 mm
Stresses 0.6237 × 10-4N/ mm2 0.00664 Mpa
6.237 × 10-5Mpa

REFERENCES
[1] Machine Design II, by Prof. K.Gopinath & Prof. M. M. Mayuram
[2] K Tripathi, “Design Optimization of Friction Clutch “
[3] United States Patent Office On - “Auxiliary drive clutch mechanism “
[4] Arvind vadiraj “Engagement characteristic of friction pad for the
commercial vehicle clutch system “ , vol 35 part 5,October 2010 page
no 585-595,Indian Academy Of Science
Figure.10.Total Deformation [5] Samir Safarni & Emmanuel Bellenger.“ Numerical modeling of

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 Design and Analysis of Clutch Using Sintered Iron as a Friction Material

automotive riveted clutch disc for contact pressure verification “.

[6] Mechanical Design Handbook by Thomas A.Dow, Chaper 17
[7] Abdullah M-AL-Shabibi, “Thermo-mechancial behavior of
automotive break & clutch system”.
[8] Han W, Yi S-J “A study of shift control using the clutch pressure
pattern in automatic transmission “Proceedings of the I MECH E Part
D Journal of Automobile Engineering, Volume 217, Number 4, 1
April 2003, pp. 289-298(10).
[9] J.R.Barber,” International Journal of mechanical Sciences and the
Journal of Thermal Stresses, “Department of Mechanical Engineering
University of Michigan, 2002.
[10] “Modelling And Assembly Of Single Plate Friction Clutch Of An
Automobile” Dr.Prafull S. Thakre, volume 2, Issue II/ March,
12.PP1-4, Indian Streams Research Journal.
[11] NSWC-06 Handbook Part B-Chapter 11.

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