structural and thermal analysis of single plate friction ... · keywords: -clutch, nx nastran 10.0...
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International Journal of Technical Innovation in Modern Engineering &
Science (IJTIMES) Impact Factor: 5.22 (SJIF-2017), e-ISSN: 2455-2585
Volume 4, Issue 7, July-2018
IJTIMES-2018@All rights reserved 985
Structural and thermal analysis of single plate friction clutch with different
materials
1M.VENUGOPAL NAIDU,
2 Dr. M.L.S.DEVA KUMAR
1PG Research Scholar, Product design, Mechanical Engineering, JNTUA College of Engineering, Ananthapuramu,
Andhra Pradesh, India 2Professor of Mechanical Engineering, JNTUA College of Engineering, Ananthapuramu, Andhra Pradesh,
India
Abstract—Clutch is a device used in the transmission system of a vehicle to engage and disengage the transmission
system from the engine. Thus the clutch is located between the engine and the transmission system. In a vehicle, the
clutch is always in the engaged position. The clutch is disengaged when starting the engine, when shifting gears,
when stopping the vehicle and when idling the engine. A single plate clutch consists of a clutch plate whose both sides
are faced with a frictional material and it is mounted on the hub. The pressure plate is mounted inside the clutch body
which is bolted to the flywheel.Generally clutches are manufactured by Cast Iron. It is however, highly susceptible to
corrosion (rusting) when exposed to moisture. In order to reduce corrosion cast iron can be replaced with various
composite materials. The aim of the project is to model a single plate clutch and perform static & Thermal analysis by
applying frictional force and temperatures produced by friction. In the presence of torque and speed of engine will
base on the coefficient of friction and mean radius. These are the main parameters in the clutch plate .If increasing
the dia. of the clutch plate the design will be complicated so, by the changing of clutch plate material increasing the
efficiency and Torque. Modeling and Analysis of component is done in NX 10.0 Software.
Keywords: -Clutch, NX NASTRAN 10.0 Software, structural analysis, thermal analysis.
I. INTRODUCTION
Clutch is used in transmission system of any vehicle for disengage and engage to transmission system from the engine.
Therefore clutch is located between the transmission system and engine. The clutch will be in disengaged when the
vehicle getting to be started, whenchanging the gears, when engine ideal condition and when the vehicle is to be stopped.
We know vehicle tends to move the clutch will be kept in engaged position and the vehicle starts to move the clutch will
be engaged. While proper working of the clutch, loads take gradually which reduces uneven condition of vehicle and as
well as strain on its motion it prevents sudden motion of the vehicle and avoids under strain on the remained components
of the transmission of power
Nowadays clutch plates are manufactured with ceramics and found in racing, power boats and automatic gear boxes.
When breaks are failed we can control the speed of vehicle by using clutch pedal while changing gears. Majorly Two
kinds of clutches are used in automobile i.e., Friction clutches and Fluid Flywheel clutches. While designing friction
clutch plates the coefficient of friction is key parameter.
II. LITERATURE SURVEY
[1]Asst. Prof. M.MuraliMohan, B.Sreevani: A friction Clutch is a machine member in power transmission system. It
can be used to connect the engine (driving shaft) to power transmission system (driven shaft), so that the engine may be
start or stop without stopping the power transmission system. A clutch can provides the interruptible linkage provide to
two rotating shafts that are driven shaft and driving shaft respectively. Majorly the Cast Iron and aluminum alloys
materials are used for friction disc. In this concept the cast-iron and aluminum replaced by using composite materials and
perform the structural analysis and dynamic analysis. Depending upon strength to weight ratio the composite material
will be selected. E-Glass Epoxy and Aluminum alloy are taken as composite materials in this project. A friction clutch is
modeling by using PRO-E CREO 2.0 software. The performing the Static analysis and Dynamic analysis on friction
clutch to find out deformations, stresses and may comparing the resultants between materials Aluminum alloy 7075,E
Glass Epoxy and Grey cast-iron. Finite element analysis performed by using the ANSYS software. Theoretical
calculations for friction clutch for determining the deformations and stresses. Then theoretical and simulated values are
compared.
International Journal of Technical Innovation in Modern Engineering & Science (IJTIMES) Volume 4, Issue 7, July-2018, e-ISSN: 2455-2585,Impact Factor: 5.22 (SJIF-2017)
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[2] Mr. J. VishalDeshbhratar, Mr. U. NagnathKakde: The main concept about design of friction clutches in
automobile to study the familiarity on the thermo-elasticity is edifying in the initial design stage. There should be a
precise forecast technique in order to know maximum structural stressesinduced in mechanical clutches their fore
resilience and compactness will be obtained. In this process the numerical method and mainframe modeling are
developed by designing the mechanical clutches with help of technique in consistent analysis. In this paper the stress
analysis of friction clutches are discussed. The entire part in this document explains about friction clutches. The PRO-
E(CREO) software can be used for modeling of friction clutch assembly parts. They performed the finite element
analysis in ANSYS and calculated stresses and strains for friction clutch assembly.
III.SINGLE PLATE FRICTION CLUTCH
The more power will be utilized by the circular plate of friction clutch is located between clamping plate and the
flywheel. Inside face of flywheel used for gripping the clutch depends on clamping levers actuate by the spring. The
clamping force in terms of pressureapplied on clutchplate at pivot end.
Fig1. Single Plate Friction Clutch
In order to disengage the clutch, the pedal at the drivers foot is made to compress the clutch spring, pull back the inner
end of clamping levers. This clutch runs in a bath of oil, which prevents the plates gripping too fiercely, due to the fact
that it takes an appreciable amount of time for the oil to be squeeze out from connecting the plates, it takes up the drive
smoothly without shock.
Mainly there are three components in clutch assemblythey are pressure plate, a friction disc and engine flywheel. We
know that the engine runs and rotation of flywheel, automatically the rotation of pressure plate, it can be attach to the
flywheel. Releasing of clutch take place while the driver getting an application of load on clutch pedal. By the application
of pressure plate force will moves against to the friction disc. This forms gaps of air in between friction disc and flywheel
and between the pressure plate and fly wheel. The clutch does not transmit the power.
IV. NX NASTRAN 10.0 Software
This software gives explanation about industrial design, graphic simulation, advanced analysis, concurrent engineering,
geometric modeling and knowledge-based principles. This software consists of modeling in powerful hybrid capabilities
by integrating modeling in constraint-based feature and it explicit the geometric modeling. Standard geometry parts in
modeling will allows to the user to complex free-form shapes in design such as manifolds and airfoils. Solid and surface
modeling powerful tool techniques set to do in this software.
This CAE/CAE/CAD software for product development to be integrated and its gives near to the exact solution, this
software is most advanced in this world. Spanning product development entire range and the software total sizes
enterprises in delivers immense value. The products introducing to the market and the process of complex product design
simplifies by using this software. In the assembly modeling, finite element analysis and machining process this type of
components used later on. The component files are use from online after downloading. The basic software for this
software is Uni-graphics 18 and gives the first tutorial gives on this software’s only, later on it can be updated to NX 2
this followed by the updates for NX 3, NX 5, NX 7, and NX 9 and further updates written-up for NX 10.The analysis of
fluid flow and structural is done by using NASTRAN, COMSOL, ABAQUS and ANSYS, based on different proposes
used suitable software’s respectively.
International Journal of Technical Innovation in Modern Engineering & Science (IJTIMES) Volume 4, Issue 7, July-2018, e-ISSN: 2455-2585,Impact Factor: 5.22 (SJIF-2017)
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FEA is one of method for predicting the response of structures and environmental factors for materials that are heat,
vibration and forces. The geometric model creation is the first process in FEA analysis. The meshed (considering into
small elements) model in the structure of geometric shapes connected to the nodal points. The relationships between
stress-strain approximated values are obtained. The behavior of material and also the boundary conditions are applied to
each element. Software such as NX NASTRAN 10.0 used to calculation for complex shapes in simple manner. It can
provide deep insights in the engineering regarding the behavior of objects. The applications of FEA are Structural
Analysis, Thermal Analysis, Fluid Flow Dynamics, and Electromagnetic Compatibility. Of these, performing the
thermal, structural analysis and solid mechanics applications for calculating stresses displacements and nodal
temperatures by using FEA in NX 10.0. The hardware performance in critical conditions used to predict the failures. In
this process the structural stress and strain analysis of solid geometries obtained.
V. STRUCTURAL AND THERMAL THEORITICAL CALCULATION FOR SINGLE PLATE FRICTION
CLUTCH
I.STRUCTURAL THEORITICAL CALCULATION FOR SINGLE PLATE FRICTION CLUTCH
Actual data:
Outer radius (r1):0.09 m
Inner radius (r2):0.0625m
Pressure intensity of the clutch: 300 KN/m2
A.TUNGSTEN CARBIDE MATERIAL:
Co-efficient of friction (µ): 0.8
Uniform pressure intensity (W): =𝜋p (r12-r2
2)
=π (300)* (103) ((0.09)
2-(0.0625)
2)
W =3952.5 KN
Effective mean radius(R): R =2/3[(r13-r2
3)/ (r1
2-r2
2)]
= 2/3[((0.09)3-(0.0625)
3)/ ((0.09)
2-(0.0625)
2)]
= 0.077 m
Torque transmission capacity (T) =µWR
=0.8(3952.51) (0.077)
T =243.47 N-m
B. NICKEL MATERIAL:
Co-efficient of friction (µ): 0.9
Uniform pressure intensity (W): =𝜋p (r12-r2
2)
=π (300)* (103) ((0.09)
2-(0.0625)
2)
W =3952.5 KN
Effective mean radius(R): R =2/3[(r13-r2
3)/ (r1
2-r2
2)]
= 2/3[((0.09)3-(0.0625)
3)/ ((0.09)
2-(0.0625)
2)]
= 0.077 m
Torque transmission capacity (T) =µWR
=0.9(3952.51) (0.077)
T =273.90 N-m
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C. KEVLAR 49 MATERIAL:
Co-efficient of friction (µ): 0.51
Uniform pressure intensity (W): =𝜋p (r12-r2
2)
=π (300)* (103) ((0.09)
2-(0.0625)
2)
W =3952.5 KN
Effective mean radius(R): R =2/3[(r13-r2
3)/ (r1
2-r2
2)]
= 2/3[((0.09)3-(0.0625)
3)/ ((0.09)
2-(0.0625)
2)]
= 0.077 m
Torque transmission capacity (T) =µWR
=0.51(3952.51) (0.077)
T =155.21 N-m
D. ALUMINIUM-MILD STEEL ALLOY MATERIAL:
Co-efficient of friction (µ): 0.61
Uniform pressure intensity (W): =𝜋p (r12-r2
2)
=π (300)* (103) ((0.09)
2-(0.0625)
2)
W =3952.5 KN
Effective mean radius(R): R =2/3[(r13-r2
3)/ (r1
2-r2
2)]
= 2/3[((0.09)3-(0.0625)
3)/ ((0.09)
2-(0.0625)
2)]
= 0.077 m
Torque transmission capacity (T) =µWR
=0.61(3952.51) (0.077)
T =185.64 N-m
E. E-GLASS EPOXY MATERIAL:
Co-efficient of friction (µ): 0.51
Uniform pressure intensity (W): =𝜋p (r12-r2
2)
=π (300)* (103) ((0.09)
2-(0.0625)
2)
W =3952.5 KN
Effective mean radius(R): R =2/3[(r13-r2
3)/ (r1
2-r2
2)]
= 2/3[((0.09)3-(0.0625)
3)/ ((0.09)
2-(0.0625)
2)]
= 0.077 m
Torque transmission capacity (T) =µWR
=0.51(3952.51) (0.077)
T =155.21 N-m
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Table 1.Theoretical calculation of torque transmission for different materials.
II. THERMAL THEORITICAL CALCULATION FOR SINGLE PLATE FRICTION CLUTCH
Specifications:
Power = 54.4 KW @ 4700 rpm
Torque = 202.5 N-m @ 2800 rpm
Outer radius (r1) =0.09 m
Inner radius (r2) = 0.0625 m
Maximum pressure in terms of Mpa or N/mm2
Area of friction pads (A) = π (r12-r2
2)
= π ((0.09)2-(0.0625)
2)
=0.013 m2
Angular velocity (ω) =2πN/60
= (2π*2800)/60
=293.21 rad/sec.
A. TUNGSTEN CARBIDE (µ=0.8)
Heat generation in watts Qg= coefficient of friction*maximum pressure *angular velocity
= µ*pmax*ω
=0.8*0.3044*293.21
=71.40 watts
Heat flux obtained in clutch plate (Qf) = heat generated in clutch plate/surface area
= Qg/A
= 71.40/0.013
= 5492.49 watt/m2
= 0.005492 watt/mm2
MATERIAL
COEFFICIENT OF
FRICTION(µ)
TORQUE TRANSMISSION
(N-m)
TUNGSTEN CARBIDE
0.8
243.47
NICKLE
0.9
273.90
KEVLAR 29 OR 49
0.51
155.21
Al – MILD STEEL
0.61
185.64
E-GLASS EPOXY
0.51
155.21
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B. NICKEL MATERIAL (µ=0.9)
Heat generation in watts (Qg = µ*pmax*ω
=0.9*0.270*293.21
=71.2 watts
Heat flux obtained in clutch plate (Qf)= Qg/A
= 71.2/0.013
= 5480.77 watt/m2
= 0.005480 watt/mm2
C. KEVLAR-49 MATERIAL
Heat generation in watts (Qg)= µ*pmax*ω
=0.51*0.477*293.21
=71.32 watts
Heat flux obtained in clutch plate (Qf) = Qg/A
= 71.32/0.013
= 5486.86 watt/m2
= 0.005486 watt/mm2
D. ALUMINIUM ALLOY 6061 A
Heat generation in watts (Qg)= µ*pmax*ω
=0.61*0.399*293.21
=71.36 watts
Heat flux obtained in clutch plate (Qf) = Qg/A
= 71.36/0.013
= 5489.56 watt/m2
= 0.005489 watt/mm2
E. E-GLASS EPOXY
Heat generation in watts(Qg) = µ*pmax*ω
=0.51*0.477*293.21
=71.32 watts
Heat flux obtained in clutch plate (Qf) = heat generated in clutch plate/surface area
= Qg/A
= 71.32/0.013
= 5486.86 watt/m2
= 0.005486 watt/mm2
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MATERIAL
COEFFICEINT OF
FRICTION
MAXIMUM PRESSURE IN
MPA OR (N/MM2)
HEAT FLUX (QF)
(WATT /MM2)
TUNGSTEN
CARBIDE(WC)
0.8 0.304 0.005492
NICKEL MATERIAL 0.9 0.270 0.005480
KEVLAR 49 0.51 0.477 0.005486
ALUMINIUM ALLOY 0.61 0.399 0.005489
E-GLASS EPOXY 0.51 0.477 0.005486
Table 2.Theoretical calculation of heat flux for different materials.
VI. STRUCTURAL AND THERMAL ANALYSIS OF SINGLE PLATE FRICTION CLUTCH
I. SINGLE PLATE FRICTION CLUTCH STRUCTURAL ANALYSYS RESULTS
MATERIALS USED FOR STRUCTURAL ANALYSYS
TUNGSTEN CARBIDE(WC)
NICKEL
ALUMINIUM ALLOY 6061A
KEVLAR 49
E-GLASS EPOXY
These are the materials considering for doing structural analysis. The resultant of each material in structural analysis is
given below clearly.
IMPORTED MODEL INTO NX NASTRAN 10.0 FOR EVERY MATERIAL ANALYSYS
Imported model into NX NASTRAN 10.0 software Meshed body of friction plate in NX NASTRAN 10.0
Pressure load applied on friction plate in NX NASTRAN Fixed constraint in friction plate in NX
NASTRAN
Actual data:
Outer radius (r1):0.09 m
Inner radius (r2):0.0625m
Pressure intensity of the clutch: 300 KN/m2
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A. TUNGSTEN CARBIDE (µ=0.8)
Displacement takes place in NX NASTRAN for TUNGSTEN CARBIDE Von-mises Stress takes place in NX NASTRAN for TG
B.NICKEL MATERIAL (µ= 0.9)
Displacement takes place in NX NASTRAN for NICKEL MATERIAL Von-mises Stress produced in NX NASTRAN for
NICKEL MATERIAL
C. ALUMINIUM ALLOY 6061A (µ= 0.61)
Displacement takes place in NX NASTRAN for AL ALLOY 6061A Von-mises Stress produced in NX NASTRAN for AL ALLOY
6061A
D. KEVLAR 49(µ= 0.51)
DISPLACEMENT takes in NX NASTRAN for KEVLAR 49 Von-mises stress produced in NX NASTRAN for KEVLAR 49
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F. E-GLASS EPOXY (µ=0.51)
DISPLACEMENT takes place in NX NASTRAB for E-GLASS EPOXY Von-mises STRESS produced in NX NASTRAN for E-
GLASS EPOXY
MATERIAL
COEFFICIENT OF
FRICTION(µ)
PRESSURE
LOAD(KN/m2)
VON-MISES
STRESS(Mpa)
DISPLACMENT
AT NODAL
MAGNITUDE(mm)
TUNGSTEN
CARBIDE(WC)
0.8
300
0.728
3.2716E-006
NICKEL
0.9
300
0.728
9.8148E-006
ALUMINIUM
ALLOY 6061A
0.61
300
0.719
2.856E-005
KEVLAR 49
0.51
300
0.705
1.5233E-005
E-GLASS EPOXY
0.51
300
0.714
7.3115E-006
Table 3. Structure analysis results comparison
II. SINGLE PLATE FRICTION CLUTCH THERMAL ANALYSYS RESULTS
MATERIALS USED FOR THERMAL ANALYSYS
TUNGSTEN CARBIDE(WC)
NICKEL
ALUMINIUM ALLOY 6061A
KEVLAR 49
E-GLASS EPOXY
These are the materials considering for doing thermal analysis. The resultant of each material in thermal analysis is given
below clearly.
IMPORTED MODEL INTO NX NASTRAN 10.0 FOR EVERY MATERIAL ANALYSYS
Imported model into NX NASTRAN 10.0 software Meshed body of friction plate in NX NASTRAN 10.0
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BOUNDARY CONDITIONS
Heat flux given as load on friction plate in NX NASTRAN Convection Constraint Fixed in friction plate in
NX NASTRAN
Actual data:
Outer radius (r1):0.09 m
Inner radius (r2):0.0625m
Heat flux density of the clutch: 0.006 Watt/mm2
A. TUNGSTEN CARBIDE (µ= 0.8)
Nodal temperature takes place in NX NASTRAN Elemental gradient temperature takes place in
NX NASTRAN
Elemental heat flux takes place in NX NASTRAN for TUNGSTEN CARBIDE
B. NICKEL MATERIAL (µ= 0.91)
Nodal temperature takes place in NX NASTRAN Elemental gradient temperature takes place in NX NASTRAN
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Elemental heat flux takes place in NX NASTRAN for NICKEL MATERIAL
C. ALUMINIUM ALLOY 6061A (µ= 0.61)
Nodal temperature takes place in NX NASTRAN Elemental gradient temperature takes place in NX NASTRAN
Elemental heat flux takes place in NX NASTRAN for ALUMINIUM ALLOY
D. KEVLAR 49 (µ=0.51)
Nodal temperature takes place in NX NASTRAN Elemental gradient temperature takes place in
NX NASTRAN
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Elemental heat flux takes place in NX NASTRAN for KEVLAR 49
E. E-GLASS EPOXY
Nodal temperature takes place in NX NASTRAN Elemental gradient temperature takes place in NX
NASTRAN
Elemental heat flux takes place in NX NASTRAN for E-GLASS EPOXY
MATERIAL HEAT FLUX
(Watt/mm2)
NODAL
TEMPERATURE
(0C)
ELEMENTAL
GRADIENT
TEMPERATURE(0C/mm)
ELEMENTAL
HEAT FLUX
(W/mm2)
TUNGSTEN
CARBIDE(WC)
0.006
51.670
0.533
0.059
NIKEL
MATERIAL
0.006 53.072 0.645 0.059
ALUMINIUM
ALLOY
0.006 49.076 0.326 0.0586
KEVLAR 49 0.006 63.343 1.466 0.059
E-GLASS EPOXY 0.006 45.565 0.045 0.058
Table 4.Thermal analysis results comparison
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VIII. CONCLUSION:
In single plate friction clutch, the friction facing plate plays major important role in torque transmission from engine to
transmission system. Clutches are in engaged with flywheel, by pressing clutch pedal it will be disengaged & at that
situation sudden increase in temperature. The material wear out due to friction produced between mating parts. When
some force is acting on clutch disc there must be some deformation due to temperature variation & stresses developed in
clutch disc. That temperatures and stresses should be within the limits.
In this project the modeling of friction facing plate and performing the structural and thermal analysis by changing
friction material by using NX NASTRAN software following results are drawn. The Von-mises stresses calculate for
Tungsten carbide, Nickel material, Aluminum alloy 6061A, Kevlar 49 and E-glass epoxy composite as a facing material.
Structural and thermal analysis is done to determine stresses for all the friction materials. The stresses for above
mentioned material for friction facing component is nearly same. Capacity of Torque transmission for Nickel material is
more when compared with other friction materials and also Nickel material withstands high temperature and pressure.
By observing the analysis result in NX NASTRAN 10.0 software, so it can be concluded that by theoretical and
analytical results according to NX NASTRAN 10.0 Software Nickel material is best for friction facing material.
IX. ACKNOWLEDGEMENT
We would like to thank all the authors of different research papers referred during writing this paper. It was very
knowledge gaining and helpful for the further research to be done in future.
X. REFERENCES
[1] Design and Analysis of Clutch Using Sintered Iron as a Friction Material by Mamta G. Pawar, Monarch
K.Warambhe, GautamR.Jodh, International Journal of Innovative Technology and Exploring Engineering (IJITEE),
ISSN: 2278-3075, Volume-3, Issue-7, December 2013
[2] Dynamic Analysis Of Single Plate Friction Clutch by Shrikant V. Bhoyar, Dr. G. D. Mehta, Dr.J.P.Modak,
International Journal of Engineering Research and Technology, ISSN: 2278-0181
[3] Static Structural Analysis of Multi-plate Clutch with Different Friction Materials by Anil Jadhav, Gauri Salvi,
Santosh Ukamnal, Prof. P. Baskar, , International Journal of Engineering Research and Technology, ISSN: 2278-0181
[4] Optimal Design of a Clutch Plate using Ansys by V Mani Kiran Tipirineni, P. Punna Rao, International Journal Of
Computational Engineering Research (ijceronline.com) Vol. 03 Issue. 12
[5] Thermo‐mechanical Analysis of the Dry Clutches under Different Boundary Conditions by O.I.Abdullaha,
Schlattmanna, A.M.Al‐Shabibi, Vol.36,No.2(2014)172‐180, Tribology in Industry
[6] Modeling and assembly of single plate friction clutch of an automobile by Prafull. S. Thakare , Vishal J. Deshbhratar
AND Abhinav. P. Ninawe, Indian Streams Research Journal, Volume: II, Issue: II, March – 2012
[7] Dynamic analysis of single plate friction clutch by Shrikant V. Bhoyar, G.D. Mehta, J.P. Modak