Structural and Thermal Analysis of A Single Plate Dry Friction Clutch Using Finite Element Method (Fem)

IDL - International Digital Library Of
Technology & Research

Volume 1, Issue 5, May 2017 Available at: www.dbpublications.org
International e-Journal For Technology And Research-2017
Structural and Thermal Analysis of a Single

Plate Dry Friction Clutch Using Finite
Element Method (Fem)
Yogesh Emeerith1
Dr. Rabindra Nath Barman2
1
B.Tech Students, Department of Mechanical Engineering, National Institute of Technology Durgapur, 713209, W.B, India
2
Assistant Professor, Department of Mechanical Engineering, National Institute of Technology Durgapur, 713209, W.B,
India
Abstract:
A clutch is a critical component of a
vehicle to transfer torque and speed from a driving 1. Introduction:
shaft to a driven shaft with the use of friction. The
efficiency of the clutch depends enormously on A clutch is a mechanism that allows
friction that result in heat generation during transmission of power from a motor to other driven
engagement and disengagement. Rapid heat components by engagement and disengagement of
dissipation is primordial to prevent the friction the friction plate from the flywheel.[1] It is an
plate from reaching the fade temperature where indispensable part in vehicle application located
friction coefficient decreases. The present study is between the motor and transmission of
an attempt to model and analyze structural automobile.[2-3] The main components of a
deformation, stress concentration, elastic strain, friction clutch are flywheel, friction plate,
thermal gradient and heat flux distribution of a diaphragm ring and pressure plate. The friction
copper alloy friction lining and structural steel plate is sandwiched between the flywheel and
friction lining of a clutch plate with the help of pressure plate during engagement and released
finite elements methods software. It is observed from flywheel during disengagement.[4] The
that copper alloy frictional lining of clutch plate operation of the single plate clutch is as follows:
dissipates frictional heat at a faster rate than The friction plate is mounted on a hub that can
structural steel frictional lining of clutch plate. The moves freely and axially along a spline onto the
design is done in Solidworks 2016 and the FEM driven shaft. During engagement, the pressure plate
analysis is carried out using ANSYS 16.0 Transient pushes the friction plate using diaphragm spring
Structural and Steady State Thermal workbench. onto the flywheel which is mounted on the driving
shaft. Hence providing torque and speed
transmission. During disengagement pressure
Keywords: Solidworks 2016, ANSYS
releases friction plate from flywheel thus disrupting
Workbench 16.0, Single plate friction clutch,
flow of power.[5] Common friction material are
Finite elements analysis, structural analysis,
classified as semi-metallic, ceramic and organic.
thermal analysis.
The main purpose of friction materials is to
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provide a good friction coefficient while having a 2. Objective:
low wear rate. Semi-metallic materials consists of a
mixture of metals such as iron, steel or copper and The main objective is to observe the heat
organic material. These are useful for heavy duty distribution and strength of a friction plate of
vehicle due to its high durability and relatively low clutch for two distinct frictional material while in
friction coefficient. Organic material were operation. The friction material proposed is
originally made from asbestos but due to health
structural steel and copper alloy. A model is
issues it has been replaced by a mixture of
designed using Solidworks 2016 and a finite
fiberglass and brass. It is used mostly in vehicles
element analysis(FEA) is carried out using Ansys
with average power and speed. Ceramic material
are much more expensive to manufacture and are 16.0.
usually used for racing cars.[6-10] Grooves are
present on friction lining to prevent formation of 3. Designspecification and
vacuum during disengagement and also reduces the calculation:
temperature and internal energy of friction
clutch.[11-12] Automobile model: TATA 475 IDI TCIC
Maximum power 52KW @ 4500 rpm
Maximum torque 135Nm @ 2500 rpm
Just before immediate full engagement of
friction clutch, slipping occurs before the driven
shaft matches the speed of the driving shaft. This Table 1 Dimension of friction plate of clutch
slipping causes heat energy to be generated as the
friction material slides over the flywheel. With Items Dimensions(mm)
higher relative velocity and continuous usage
Outer diameter 115
higher amount of frictional heat is generated
leading to a larger increase in temperature on Inner diameter 15
clutch disc surface.[13] The heat generated is Thickness 9
absorbed by the pressure plate and friction
plate.[14] The kinetic friction coefficient is
gradually reduced as the friction material reaches
its fade temperature. This can result in an increase
in slipping.[8] Fade is described as a change in
friction causing an alteration in Amontons law of
friction in a material property in case of high
temperature.[15]
Fig 1 Structural design of Friction plate of clutch
Clutch failure or damage usually occurs

when exposed to high temperatures resulting from Table 2 Dimension of friction lining of clutch
frictional heat generation. This can cause
deformations and crack that can lead to increased Items Dimensions(mm)
slipping time and ultimately failure of the
component.[16] Surface roughness of flywheel and Outer diameter 115
friction lining also plays a major factor in faster
wear and failure if not properly machined.[17] Inner diameter 75
Thickness of friction 3
In this analysis the friction lining is
pad
considered to be homogeneous.
Thickness of friction 3
facing
Fig 3 Structural design of Flywheel
Nomenclature
Ri Inner radius of clutch disc in meters = 0.115m
Ro Outer radius of clutch disc in meters = 0.075m
N Speed of engine in rpm
Fig 2 Structural design of Friction lining of clutch

r angular velocity in rad/s
Pmax clamping pressure in MPa

Table 3 Dimensions of flywheel
- Coefficient of friction of the material
Items Dimension(mm)
Outer diameter 130 k Thermal conductivity of the material in Watts

per meter Kelvin
Inner diameter 25
h Heat transfer coefficient of the material in
Thickness 15 Watts per sq. meters per Kelvin.
q Heat energy generated in watts
qf heat flux in W/m2
t Slip time in seconds = 0.5s
A Area of a friction pad = 1.0853x10-3 m2
n number of contact surface


Uniform wear theory is considered for calculations: 4. Material property:
Radius of friction lining, Material considered for analysis is Structural steel
and copper alloy.
R = (Ri + Ro)/2 = 0.095 m
Torque, T = n W R = 135 Nm Table 4 Material properties of Structural steel

copper alloy
Frictional torque on clutch plate,

Structural Copper alloy
steel
W = T/( n R ) = 1776.32 N
Parameters Unit values Unit values
Considering uniform axial wear:
Density 2770 Kg/m3 8300 Kg/m3
W = 2 x x C (Ro - Ri)
Young modulus 7.1E10 Pa 1.1E11 Pa
C=PxR (C is constant) Poisson ratio 0.33 0.34
C = W / [ 2 x x (Ro - Ri) ] = 7067.75 N/m Ultimate tensile 3.1E8 Pa 4.3E8 Pa

strength
Isothermal 60.5 W/m oC 60.5 W/m oC

conductivity
Maximum pressure,
Specific heat 434 J/ kg oC 390 J/ kg oC
Pmax = C / Ri = 94236.70 N/m2 = 0.0942 MPa
Minimum pressure, 5.Computational investigation of

Friction plate:
Pmin = C / Ro = 61458.72 N/m2 = 0.0615 MPa
5.1. Model Geometry
Angular velocity,
For the analysis, a simplified model of single
friction clutch was designed in Solidworks 2016 for
r = (2 x x N) / 60 = 471.2 rad/s
analysis in Ansys 16.0 as shown in figure 4 below.
The following conditions have been considered to
Heat energy generated, achieve the required analysis in the present study:
q = r x Pmax x = 17.75 W The model has been constrained to rotate

axially and only pressure plate and friction
Heat flux, qf = q/A = 16359 W/m2 plate are allowed to move on the rotating
axis for engagement and disengagement of
clutch.


The Cartesian coordinate is located in the
center of the design and represents the
location of driving and driven shaft.
Dimensions
Slip time is 0.5s
Meshing method Tetrahedron

Elements 17859 numbers
Nodes 33755 numbers
Mesh element body 20 mm
sizing
Mesh element contact 5 mm
face sizing
Minimum edge length 3 mm
be found by varying the parameters and it's
comparison.[20] For this model, Ansys 16.0 have
been used for the structural and thermal analysis.
5.3. Mesh generation of friction plate
For the structural analysis, the single plate clutch

disc was meshed using the tetrahedron method as
shown in fig 5 below. The clutch plate is meshed
and analyzed to obtain a accurate results for the
stresses on the contact surface.
For the thermal analysis, a tetrahedron method was

Fig 4 Model of Clutch plate
used on the single plate clutch in fig 6 shown
below. The plate is meshed and analyzed to acquire
accurate results for the contact surfaces. This is
important to show the heat flux and temperature
distribution.
5.2. Finite Elements Method (FEM)
A variety of numerical method can be used to

obtaining an approximation of the optimal solution
from partial differentiation equations and its
boundary conditions.[18] Finite elements method is
one which has been used globally by design and
research engineers to provide accurate results from
analysis. It is accurate, less time consuming and
economic compared with experimental analysis to
optimize the parameters.[19] The optimum
structural design and temperature distribution can


Fig 5 Structural meshing of clutch plate Table 6 Parameters of structural analysis
Parameters Unit values

Pressure on friction 0.0942 MPa
plate
Rotation of flywheel 471.2 rad/s
Moment on flywheel 135 N/m
Initial temperature 35 oC
For the thermal analysis, the temperature

distribution of the clutch plate depends on the heat
Table 5 Structural Meshing of clutch plate flux on the friction pads and the heat transfer
coefficient of the material. The initial condition and
boundary condition have been entered in static
thermal module of Ansys workbench 16.0 as
follows:
Table 6 Parameters of thermal analysis
Parameters Unit values

Initial temperature 35 oC
Heat flux on friction 16359 W/m2

pads
Convection 40 W/m2 oC
Fig 6 Thermal meshing of clutch plate Coefficient
Radiation emissivity 1
Table 6 Thermal meshing of clutch plate
ELEMENTS Dimensions
Meshing method Tetrahedron
5.4. Loading and Boundary conditions Elements 90765
For the structural analysis, the stresses vary Nodes 146113

depending on the driving condition. An initial Mesh element sizing 5 mm
condition and boundary condition have been used
in structural module of Ansys workbench 16.0 as Minimum edge length 3 mm
follows:
6. Result and Analysis


6.1. Result for structural analysis Fig 8 Total deformation of copper alloy plate
The figure below depicts the total deformation,

directional deformation, equivalent (von-mises)
stress and equivalent elastic strain acting on the
friction plate.
Fig 9 Directional deformation of structural steel

plate
Fig 7 Total deformation of structural steel plate
Fig 10 Directional deformation of copper alloy

plate
Fig 11 Equivalent stress on structural steel plate Fig 12 Equivalent stress on copper alloy plate


Fig 15 Temperature distribution on structural steel
plate
Fig 13 Equivalent elastic strain on structural steel

plate
Fig 16 Temperature distribution on copper alloy

plate
Fig 14 Equivalent elastic strain on copper alloy

plate
Fig 17 Total heat flux on structural steel plate
6.2 Results for thermal analysis
Fig 18 Total heat flux on copper alloy plate
Table 7 Table of results for Structural steel and

Copper alloy friction plate.
6.3. Results and Discussions

Structural steel Copper alloy

7. Conclusion
friction lining friction lining
Paramet Maximu Minim Maximu Minim In the present work, a friction plate of a single plate
ers m um m value um friction clutch is modeled in Solidworks 2016 and
value analyzed in the transient structural and steady-state
value value thermal workbench of Ansys 16.0. It is necessary to
1. Total 4.7721e 6.2236 5.0598e- 6.5978 represent heat dissipation from the friction lining
deformat -005 m e-006 005 m e-006 contact surface in an attempt to reduce overheating
ion m m in friction plate of clutch during slipping time. This
leads to a decrease in wear rate and a constant
2. 2.3246e 7.0986 2.5398e- 6.918e
frictional coefficient of friction plate during
Directio -007 m e-008 007 m -008
operation. From the results in the previous section,
nal m m
it is observed that both structural steel and copper
deformat
alloy can withstand and quickly dissipate high
ion
temperatures to the other parts of machinery while
3. 1.838e+ 7986. 1.4353e 8954.4 maintaining its frictional properties. However
Equivale 006 Pa Pa +006 Pa Pa copper alloy friction lining shows better heat
nt (von- dissipation properties ( with a maximum heat flux
mises) of 98299 W/m) than the structural steel friction
stress lining ( with a maximum heat flux of 60413 W/m).
It is concluded that copper alloy is more suitable as
4. 9.2673e 1.4937 1.3181e- 1.7784
frictional material for a single plate clutch than
Equivale -006 e-007 005 m/m e-007
structural steel.
nt elastic m/m m/m m/m
strain
5. 159.82 138.69 158.31 139.72
Tempera C C C C 8. Future scope of work
ture
distributi Further investigation is required to obtain a
on generalized model for different types of friction
material and better investigation techniques need
6. Total 60413 19.194 98299 565.49 to be explored for more accuracy of verification.
heat flux W/m W/m W/m W/m Cooper alloy is an expensive material. A better
copper alloy design can be obtained while
considering a more cost effective method by using
From the table of results, it is observed that copper alloy in the sections with high heat
structural steel and copper alloy frictional lining of generation.
clutch have a maximum von-mises stress of
1.838e+006 Pa and 1.4353e+006 Pa respectively.
From a thermal point of view a maximum heat flux
of 60413 W/m is reached and a maximum 9. References:
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Structural and Thermal Analysis of A Single Plate Dry Friction Clutch Using Finite Element Method (Fem)

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International e-Journal For Technology And Research-2017