Design Optimization of Friction Clutch

K Tripathi, Member
Dr M D Agrawal, Fellow
The design of automotive or industrial clutch involves many interrelated parameters. It is necessary to
understand this interrelationship and the constraints involved, to obtain the optimum design of the
clutch. The analysis in the present paper is based on understanding the relationship between this ratio
and the design parameters like axial force, inner and outer diameters and peripheral velocity in order to
arrive at the optimum design. It is shown that the dimensionless ratio of outer diameter to inner diameter
is the most fundamental parameter, controlling all the major designs as well as performance parameters.
The optimum design of clutch can be obtained, satisfying the constraints on design, by controlling this
dimensionless ratio. It is concluded that the friction clutch must be designed for minimum axial force
between the pressure plate and clutch plate, while satisfying the constraint on peripheral velocity of outer
diameter of friction surfaces.
Keywords : Friction clutch; Optimum design

NOTA
NOTATION
Di : inner diameter of friction surface
Do : outer diameter of friction surface
F : normal force of clutch plate friction surface
k : dimensionless ratio of inner and outer diameters
of friction surface
n : number of friction surfaces in clutch
N : clutch RPM
p : normal pressure on friction surface
pa : maximum normal pressure on friction lining
T : friction torque transmitted by clutch
v : tangential velocity
µ : coefficient of friction
INTRODUCTION
The manually operated clutch is widely used in automotive
and industrial applications. Out of two basic approaches
available for design of friction clutch, namely, the uniform
rate of wear and uniform pressure, the former is adopted
from analysis of clutches1-6. The difference in the value of
friction torque, computed using these two basic
approaches, gets smaller and smaller when the ratio of
inner diameter to outer diameter of friction surface is
increased1. For maximum torque capacity of clutch2, the
ratio of inner diameter to outer diameter of friction surface
K T ripathi and Dr M D Agrawal are with the Department
Tripathi
of Mechanical Engineering, Shri GS Institute of
Technology and Science, Indore 452 003.
This paper was received on September 18, 2006. Written discussion
on the paper will be entertained till December 31, 2007.
should be 0.577. However, the effect of this ratio on other
critical design and functional parameters has not been
examined. In order to obtain an optimum design, the
optimization may be based on the first selected criterion.
Therefore, identification of the parameter to be optimized
and the constraints on optimization remain a matter of
further investigation. Various techniques of optimization
have been used for optimization of engineering
components7-9 where the graphical technique has been
applied for optimization of weight of a hollow shaft under
certain constraints on solution. The genetic programming
for the optimization of weight10 of a belt-pulley drive has
already been used. Optimization of helical spring, hollow
shaft and belt-drive using genetic algorithms have been
successfully adopted11.
In order to carry out the optimum design of a clutch, it is
necessary to understand the dynamics of the problem and
the interrelation of the parameters involved in design and
analysis. These parameters can be grouped as shown in
Figure 1. The interdependence of these parameters is
investigated by extending the classical equations based
on uniform wear rate. The dimensionless ratio of outer
diameter to inner diameter of friction surface has been
used to understand the behaviour of various parameters
on a common base. It is shown that this ratio is the
fundamental controlling parameter in clutch design and
Grouping of parameters
Pre-specified Performance Design parameters
parameters parameters ID of friction lining
Frictional torque Axial force OD of friction lining
Engine RPM Peripheral velocity Face width
Normal pressure
Coefficient of friction
Figure 1 Parameters involved in design of clutch

Vol 88, October 2007 29

all other design as well as performance parameters depend Now, using the expression for Di , the axial force can be
on it directly and can be controlled or optimized by varying expressed in terms of k, as shown below.
this dimensionless ratio. The constraints on design can
also be understood clearly, when the concerned parameters
are plotted against this dimensionless ratio. The analysis
has also been underlined the direct impact of pv value for
the friction material on optimum design of clutch.
(6)
It has been shown that the minimization of the axial force
between pressure plate and clutch plate should be the
objective of optimization and not the maximization of
friction torque capacity as argued by earlier researchers.
This argument is based upon the fact that the friction (7)
torque is a pre-specified parameter in clutch design, not a
variable. The real variables entering into the design are
axial force, peripheral velocity and the outer diameter of
friction surface. Out of these, the axial force is the most
logical parameter to be optimized as it directly affects the
design of clutch release linkage as well as ease of operation.
Peripheral velocity and outer diameter of friction surface
are the two most important constraints on design. (8)
MATHEMA
MATHEMA TICAL MODEL FOR ANAL
THEMATICAL YSIS
ANALYSIS
The analysis of automotive clutch is based on the Here C1 is a constant, depending upon other pre-specified
assumption of uniform rate of wear at any point on the values and material constants.
friction surface. The axial force and friction torque are
given by equations (1) and (2). Using equations (3) and (5),

(1)

(9)

(2)
Here C2 is a constant, depending upon other pre-specified
values and material constants.
In order to understand the effect of geometric proportions
on the design and performance parameters of the friction Now, the peripheral velocity of friction surface at outermost
clutch, it is useful to introduce a dimensionless variable diameter of lining can be written as
k, as defined in equation (3).

(3)

The equation (2) for friction torque can be rearranged to

obtain the inner diameter of friction lining, Di , as a (10)
function of this dimensionless parameter k.

Here C3 is a constant, depending upon other pre-specified

values and material constants.
(4)
For design purpose, the parameters like friction torque T
and angular speed N of the clutch are input parameters
because these are known beforehand. Other parameters
(5) like the number of friction surfaces and material of friction
lining are selected as per the application. The face width

30 IE(I) Journal–MC
of friction lining can also be expressed as a function of the
dimensionless parameter k, as shown below,
(11)
(12)
Here C4 is a constant, depending upon other pre-specified
values and material constants.
The ratio of actuating force F and face width b can be
expressed as
(13)
Here C5 is a constant, depending upon other pre-specified
values and material constants.
Based upon the theoretical model presented in this paper,
the graphical variation of various important variables is
plotted, on the common base k. The basic data for a four-
stroke four-cylinder petrol engine of a small passenger
car has been used for quantitative analysis.
VARIATION OF THE P
ARIATION ARAMETERS WITH
PARAMETERS
DIMENSIONLESS RA TIO OF INNER AND
RATIO
OUTER DIAMETERS OF FRICTION LINING
In order to understand the implications of the geometrical
parameters on functional and design parameters, the
mathematical results obtained earlier have been used
along with design data available beforehand for clutch
design like Tf , µ, pa and n. The results are plotted
graphically and discussed subsequently. The quantitative
analysis has been done using the starting parameters as
given in Table 1. In the present work, the parameters
involved for designing of clutch have been given in Figure 1.
Variation of Axial Force
The variation of axial operating force F [equation (9)] is
plotted against D i / D o ratio, ie , the dimensionless
parameter k, in Figure 2. It is evident from the graph
that F decreases continuously with increase in k. Also,
the rate of decrease is higher for larger values of k. The
Vol 88, October 2007
Table 1 Basic parameters used for quantitative analysis
Parameter Va l u e
Design torque, N-m 100
Allowable maximum pressure on friction lining, N/mm2 2 ×105
Coefficient of friction 0.35
Number of friction surfaces 2
Maximum rotational speed, rpm 5500
curve is almost flat for the values of k smaller than 0.4.
The axial force required for operation of clutch is an
important parameter, affecting the design of clutch
operation linkage as well as the effort applied by the
operator. A lower value of F would lead to overall reduction
in weight of the clutch operation linkage, lighter actuating
springs, light weight actuation mechanism, ease of
operation and comfortable conditions for the operator.
Therefore, it is desirable to have the smallest possible value
of F. This is clearly understood that the need for keeping
the value of k as high as possible. The value of k should be
taken as 0.577 for maximization2 of friction torque as
recommended by the earlier researchers. However, it
should be clearly understood that the actual problem of
clutch design is not of maximization of friction torque,
because the friction torque to be transmitted is a pre-
specified parameter in design of clutch. The objective of
optimization in design of clutch should be minimization
of axial force within the constraints of design. There is a
reduction of 9.5% in F when k is increased from 0.577 to
0.7 as shown in Figure 2. This reduction is 20% if k is
increased to 0.8.
Variation of Friction Surface Diameters and
Peripheral Velocity
Velocity
Higher values of k result into higher values of the outer
diameter of the friction lining, Do. The most important
effect of higher Do is on the tangential peripheral velocity
v at this diameter. There are practical limitations on this
velocity due to (i) the centrifugal stresses in the rotating
components of clutch assembly and (ii) the allowable pv
2500
2000
1500
Force, N
1000
500
0
0.9 0.85 0.8 0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4
Di /Do ratio
Figure 2 V ariation of axial force F (normal force on clutch
Variation
plate) with D i / D o ratio k
31
value for the friction lining material, which provides a into peripheral velocity higher than 50 m/s, the limit for
check on excessive heating during sliding phase of clutch the material used in the present calculations. Therefore,
engagement. At present, for the type of materials being although the actuating force F can be decreased continually
employed in industrial and automotive clutches, this by using higher Di /Do ratio, it would not be practicable
velocity should be limited to 50 m/s. Figure 3 shows the beyond a value of 0.7, in the present case, unless the
variation of inner and outer diameters of friction lining material with higher pv value is employed for friction
[equations (5) and (9)] and Figure 4 shows the variation of lining.
tangential velocity [Equation (10)] at outermost diameter
of friction surface. In Figure 3, the value of Do is seen to CONSIDERA TIONS FOR OPTIMUM CLUTCH
CONSIDERATIONS
initially decrease slightly when k is increased up to 0.577 DESIGN
and then increases rapidly as k is increased further. This
The design analysis of friction clutch can be done in a
reveals the existence of an optimum value of k for having
very effective manner by plotting the different design and
minimum outer diameter. But using this optimum value
performance parameters as functions of the dimensionless
of Do would result into higher axial force F, as discussed
parameter k, ie, the ratio of inner to outer diameters of
previously and shown in Figure 2. The inner diameter Di
the friction surface. Such analysis would be very useful
is seen to increase continuously with increase in k. As
in formulating the design optimization problem for dry
seen in Figure 4, with the increase in k, the peripheral
friction clutch, involving steps like identifying the
velocity v first decreases and then increases, following
parameter to be optimized and the significant constraints
the trend of the outer diameter Do. The value of v is the
on the design. Using equations (1) and (2), the clutch will
minimum at the value of k of 0.577, corresponding to
have the maximum torque capacity2 when the ratio k is
minimum value of D o. The value of the maximum
0.577 as discussed by various researchers. But, as evident
peripheral velocity v is limited by pv value of the friction
from Figure 1, this value of k would result into 9.5% higher
material. The value of Di /Do ratio higher than 0.7 results
axial force compared to when k is 0.7, without any gain in
terms of outer diameter of friction surface or peripheral
230
velocity. This would lead to a heavier linkage for clutch
Inner and outer diameters, mm

210
actuation. If the pv value of material can be improved to
190 allow higher peripheral velocity, corresponding to k = 0.8,
Do
170 the axial force can be further reduced, as shown in Figure 2.
150 In this case, the reduction in axial force will be about
130
20%, but, the outer diameter and consequently the
Di peripheral speed would increase about 10%. Hence, it is
110
obvious that the actuating force F is the most important
90 parameter for arriving at optimum clutch design and the
70 objective of optimization should be minimization of this
50 force keeping the peripheral velocity and outer diameter
0.9 0.85 0.8 0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4 of friction surface at the lowest possible values. This would
result into a lighter design of clutch operating linkage as
Di /Do ratio
well as easy and comfortable clutch operation. The design
Figure 3 V ariation of inner and outer diameters of
Variation frictional torque, T and angular speed, N are the pre-
friction lining with D i / D o ratio k specified parameters in an actual clutch design problem.
The objective function for optimization can not be
Peripheral velocity at outer diameter, m/s

65 maximization of friction torque. Maximum permissible

63 pressure on friction surface and coefficient of friction are
61 material dependent parameters. For the present analysis
59
they were also considered as pre-specified values. The
variables in the present model were the inner and outer
57
diameters of the friction surface and sliding velocity.
55
53 The most important constraint on the problem is that on
51 the maximum tangential speed v, occurring at the outer
diameter of the friction surface. Due to limitations on pv
49
value for the friction material the velocity v is usually
47
kept within 50 m/s. Alternately, the maximum pressure
45 must be limited, if higher Di /Do ratio is to be used, so
0.9 0.85 0.8 0.75 0.7 0.65 0.6 0.55 0.5 0.45 0.4
that the value of pv remains within permissible limits.
Di /Do ratio Hence, in order to minimize the actuating force F, the
Figure 4 Variation of peripheral velocity v with D i / D o
Variation value of k, ie, Di /Do must be kept as high as possible. But
ratio k the higher values of this parameter would result into higher

32 IE(I) Journal–MC
Dimensional Nature of Pre-specified The salient conclusions drawn from this analysis are
constraint application parameters
r Optimal design of friction clutch is closely related to
on Do
the ratio of inner and outer diameters of friction surface.
Type of T N
clutch n r Minimization of the axial force between pressure plate
and clutch plate should be the objective of optimization
p Starting Di /Do and not the maximization of friction torque capacity as
Selection of Calculation of ratio = 0.9 argued by various researchers referred earlier.
friction µ peripheral
Reduce Di /Do
materials velocity v r The two most important performance parameters in
ratio
Constraint
clutch design mentioned above, namely, the axial force
on vmax and peripheral velocity are most sensitive to the
Check No dimensionless ratio of inner and outer diameters of
v < vmax
friction surface.
Yes
r The peripheral velocity, being directly proportional to
Calculate F, Di , Do
outer diameter of friction surface remains more or less
No constant for k ranging from about 0.5 to 0.7. However,
F acceptable? the axial force requirement decreases continuously when
Yes k is increased from 0.5 to 0.7. The axial force can further
No be reduced if k is increased beyond 0.7. But in this case,
Constraint on Do Ok?
Yes the outer diameter of friction surface and therefore the
peripheral velocity would also increase. Therefore, the
Design Ok with minimum possible F
optimum value of k is 0.7 which would result into low
Figure 5 Design methodology for minimization of axial axial force along with low outer diameter of friction
force surface and low peripheral velocity.

values of the outer diameter Do and consequently the REFERENCES

higher values of peripheral velocity v. Referring to Figure 4
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It is also worth noting that v increases rapidly if k is
increased beyond 0.7. The constraint of v may force the
designer to move from single-plate dry clutch design to a
multi-plate wet clutch. This may well be the case when
the friction torque to be transmitted is higher than
100 N-m, as in the present case. The current trend in
engine design is to have higher and higher crankshaft
speed. This requirement would be a pressing one on the
designers when they intend to take the advantage of low
actuating force by selecting higher value of k. The logic
flowchart of design methodology for arriving at optimum
clutch design is shown in Figure 5.
CONCLUSION
An attempt has been made to arrive at optimal design of
an automotive/ industrial clutch, by understanding the
role of various design and operational parameters involved.
The ratio of inner and outer diameters of friction surface,
a dimensionless parameter was identified as the single
most important parameter affecting all other design and
operational parameters.
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