Abebe Amare Design of Clutch PDF

Design Of Single Plate Friction Clutch
BAHIR DAR INSTITUTE OF TECHNOLOGY

FACULTY OF MECHANICAL AND INDUSTIAL ENGINEERIG
DEPARTMENT OF MECHANICAL ENINEERIG
MACHINE DESIGN PROJECT 1 & 2
SECTION A
BY ABEBE AMARE
ID…………...0800332 SUBMITTED TO: MR. VENISHMUTU
SUBMISSION DATE: 6/23/2011 E.C
Acknowledgment
First of all I would like to say tanks my god for giving time to do this project. And the I want to say thanks
some parson’s that help and guide me to do this project . thanks Mr. vanishmutu for giving the project and
guiding me to do the project by his knowledge and experience. Then thanks sister ayalnesh for her helping
me with many resources.
i
ABSTRACT
This project focuses on the design of single plate friction clutch.
A single plate clutch is analyzed in detail. Thermal analysis considers the reduction of heat
generated between the friction surfaces and reducing the temperature rise during the steady state
period. Structural analysis is done to minimize the stresses developed as a result of the loading
contact between friction surfaces. Also, analysis is done to optimize the natural frequency of the
friction plate to avoid being in resonance with the engine frequency range. System Optimization
is done using two methods to obtain a set of Pareto optimal points.
ii
Table of Contents
Acknowledgment .......................................................................................................................................... i
ABSTRACT ................................................................................................................................................. ii
1 INTRODUCTION............................................................................................................................... 1
1.1 DEFINITION.................................................................................................................................... 1
1.2 TYPES OF CLUTCH.......................................................................................................................... 1
1.2.1 POSTIVE CLUTCH ........................................................................................................... 1
1.2.2 FRICTION CLUTCHES .................................................................................................... 2
1.3 component of single friction clutch .............................................................................................. 4
1.3.1 Fly wheel .............................................................................................................................. 5
1.3.2 disc clutch (friction disc plate) ........................................................................................... 6
1.3.3 pressure plate ...................................................................................................................... 6
1.3.4 clutch cover .......................................................................................................................... 7
1.3.5 diaphragm spring ................................................................................................................ 7
1.4 Material selection ......................................................................................................................... 8
1.4.1 Material properties of gray cast iron ................................................................................ 8
1.4.2 Properties of Gray Iron ...................................................................................................... 9
1.4.3 Mild or low-carbon steel ................................................................................................... 10
1.4.4 Asbestos .............................................................................................................................. 11
1.4.5 Stainless Steel .................................................................................................................... 13
1.4.6 Aluminum .......................................................................................................................... 15
1.5 FABRICATION .............................................................................................................................. 17
1.5.1 Fabrication Of Clutch Cover ........................................................................................... 17
1.5.2 Fabrication of pressure plate ........................................................................................... 18
1.5.3 fabrication of flywheel ...................................................................................................... 19
1.5.4 Fabrication of disc clutch (friction face) ......................................................................... 21
2 LITERATURE REVIEW................................................................................................................. 22
2.1 Fundamental principle of friction disc clutch plate .................................................................... 22
2.2 Operation Of Clutch .................................................................................................................... 23
3 OBJECTIVES ................................................................................................................................... 25
3.1 Main objectives ........................................................................................................................... 25
3.2 Specific Objective ........................................................................................................................ 25
4 METHODOLOGY. .......................................................................................................................... 26
iii
5 Design Of Single Plate Components ................................................................................................ 27

5.1 design of flywheel ....................................................................................................................... 27
5.2 Design of Frictional Facing (Clutch Disc) ..................................................................................... 29
5.3 Design of diagrams spring ........................................................................................................... 32
5.4 Design of pressure plate ............................................................................................................. 37
5.5 Design of clutch cover ................................................................................................................. 39
5.6 Design of hub .............................................................................................................................. 40
5.7 .................................................................................................................................................... 42
6 ResultS ............................................................................................................................................... 43
6.1 Flywheel ...................................................................................................................................... 43
6.2 Frictional faces ............................................................................................................................ 43
6.3 Cushing plate............................................................................................................................... 44
6.4 Diaphragm spring ........................................................................................................................ 44
6.5 Pressure plate ............................................................................................................................. 45
6.6 Clutch cover ................................................................................................................................ 45
6.7 hub .............................................................................................................................................. 45
7 DISCUSSION .................................................................................................................................... 46
8 CONCLUSION ................................................................................................................................. 47
9 REFERENCE ...................................................................................................................................... 48
iv
List of figures
figure 1:positive clutch ................................................................................................................... 1
figure 2:single plate friction clutch: ................................................................................................ 2
figure 3:single disc or plate clutch and how it works ..................................................................... 3
figure 4:multiple disc clutch ........................................................................................................... 4
figure 5:fly wheel ............................................................................................................................ 5
figure 6: disc clutch (friction disc plate) ......................................................................................... 6
figure 7:pressure plate ..................................................................................................................... 6
figure 8:clutch cover ....................................................................................................................... 7
figure 9 :diaphragm spring .............................................................................................................. 7
figure 10:principal belleville dimension ....................................................................................... 33
v
CHAPTER ONE
1 INTRODUCTION
1.1 DEFINITION
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. It is disengaged by operating the clutch pedal i.e. by pressing the pedal towards
the floor of the vehicle. The clutch is engaged when the vehicle has to move and is kept in the
engaged position when the vehicle is moving. The clutch also permits the gradual taking up of
the load, when properly operated; it prevents jerky motion of the vehicle and thus avoids putting
undue strain on the remaining parts of the power transmission.
1.2 TYPES OF CLUTCH
Following are the two main types of clutches commonly used in engineering practice:
1.2.1 POSTIVE CLUTCH

simplest type of positive clutches jaw clutch, which transmit the torque from one shaft to another
shaft through inter locking jaw. jaw clutch consist of two segment, one segment is permanent
fasted to the driving shaft and the other segment is free to slide axially on the splinted driven shat,
thus permitiry is to been engaged or disengaged by sliding. The positive clutches have limited
application. they are used in some machine tool, power pressed, punches.
Figure 1:positive clutch
ABEBE AMARE ID BDU0800332UR 1

1.2.2 FRICTION CLUTCHES

friction clutch transmitted torque by virtue of friction developed. friction link is provided on the
driven plate. Axial force applied by compression spring will hold the two plates together.
friction clutch has its principal application in the transmission of power of shafts and machines
which must be started and stopped frequently. Its application is also found in cases in which
power is to be delivered to machines partially or fully loaded. The force of friction is used to
start the driven shaft from rest and gradually brings it up to the proper speed without excessive
slipping of the friction surfaces. In automobiles, friction clutch is used to connect the engine to
the drive shaft. In operating such a clutch, care should be taken so that the friction surfaces
engage easily and gradually bring the driven shaft up to proper speed. The proper alignment of
the bearing must be maintained and it should be located as close to the clutch as possible.
For this design : Single plate friction clutch

It has only one clutch plate, mounted on the splines of the clutch shaft. This is the most
commonly used type. The flywheel is mounted on the crankshaft, and rotates with it. The
pressure plate is fixed on the flywheel through the pressure plate is fixed on the flywheel through
the clutch springs. The plate rotates freely on the clutch shaft. It can also be moved axially along
the clutch shaft. The axial movement of the pressure plate is effected by pressing the clutch
pedal. The end of the clutch shaft rests and rotates freely in the pilot bearing housed at the centre
of the flywheel.
Figure 2:Single plate friction clutch:

1.2.2.1 Single disc or plate clutch and how it works
Figure 3:Single disc or plate clutch and how it works
A single disc or plate clutch, as shown in Fig , consists of a clutch plate whose both sides
are faced with a frictional material (usually of Ferrero). It is mounted on the hub which is free to
move axially along the splines of the driven shaft. The pressure plate is mounted inside the
clutch body which is bolted to the flywheel. Both the pressure plate and the flywheel rotate with
the engine crankshaft or the driving shaft. The pressure plate pushes the clutch plate towards the
flywheel by a set of strong springs which are arranged radially inside the body. The three levers
(also known as release levers or fingers) are carried on pivots suspended from the case of the
body. These are arranged in such a manner so that the pressure plate moves away from the
flywheel by the inward movement of a thrust bearing. The bearing is mounted upon a forked
shaft and moves forward when the clutch pedal is pressed. When the clutch pedal is pressed
down, its linkage forces the thrust release bearing to move in towards the flywheel and pressing
the longer ends of the levers inward. The levers are forced to turn on their suspended pivot and
the pressure plate moves away from the flywheel by the knife edges, thereby compressing the
clutch springs. This action removes the pressure from the clutch plate and thus moves back from
the flywheel and the driven shaft becomes stationary. On the other hand, when the foot is taken
off from the clutch pedal, the thrust bearings moves back by the levers. This allows the springs to
extend and thus the pressure plate pushes the clutch plate back towards the flywheel.

1.2.2.2 Multiple Disc Clutch

A multiple disc clutch, as shown in Fig., may be used when a large torque is to be
transmitted. The inside discs (usually of steel) are fastened to the driven shaft to permit
axial motion (except for the last disc). The outside discs (usually of bronze) are held by
bolts and are fastened to the housing which is keyed to the driving shaft. The multiple
disc clutches are extensively used in motor cars, machine tools etc.
Figure 4:Multiple Disc Clutch
1.3 component of single friction clutch

These are many component of disc cloches that car given full operation where they are
assembled together. the main component of single friction disc clutch are:-

1.3.1 Fly wheel
Figure 5:Fly wheel
Flywheel is bolted to the crankshaft and provides one of friction of clutch assembly and provides
plate to mount the clutch cover. A flywheel used in machines serves as a reservoir which stores
energy during the period when the supply of energy is more than the requirement and releases it
during the period when the requirement of energy is more than supply. The flywheel normally
made of nodular cast iron which provides excellent friction characteristic. A flywheel used in
machines serves as a reservoir which stores energy during the period when the supply of energy
is more than the requirement and releases it during the period when the requirement of energy is
more than supply. In case of steam engines, internal combustion engines, reciprocating
compressors and pumps, the energy is developed during one stroke and the engine is to run for
the whole cycle on the energy produced during this one stroke. For example, in I.C. engines, the
energy is developed only during power stroke which is much more than the engine load, and no
energy is being developed during suction, compression and exhaust strokes in case of four stroke
engines and during compression in case of two stroke engines. The excess energy developed
during power stroke is absorbed by the flywheel and releases it to the crankshaft during other
strokes in which no energy is developed, thus rotating the crankshaft at a uniform speed. A little
consideration will show that when the flywheel absorbs energy, its speed increases and when it
releases, the speed decreases. Hence a flywheel does not maintain a constant speed, it simply
reduces the fluctuation of speed.

1.3.2 disc clutch (friction disc plate)
Figure 6: disc clutch (friction disc plate)
The clutch disc is general made from gray cast iron. this because cast iron has a good wear
resistance with high thermal conductivity and the production cost is low compare to other clutch.
1.3.3 pressure plate
Figure 7:pressure plate
The pressure plate is actually the plate that the disc clutch between it and the flywheel. The
pressure plate supplies sufficient force or pressure to the disc. BECUAS OF THISE, in the clutch
working principle enough friction is developing to transmit the required torque. it mostly made
by cast iron.

1.3.4 clutch cover
Figure 8:clutch cover
In the working principle of clutch, the clutch cover and flywheel are rotating together with in
engine. In these step when clutch cover pressed clutch disc against flywheel torque is transmitted
to transmission shaft. It protected clutch disc from dirty things and used to heat dissipated. Cover
made by steel plate.
1.3.5 diaphragm spring
A spring is defined as an elastic body, whose function is to distort when loaded and to
recover its original shape when the load is removed. Here particularly these springs are used to
apply forces on the pressure plate to replace the friction clutch to its first position after
disengagin
Figure 9 :diaphragm spring

1.4 Material selection
The selection of a proper material, for engineering purposes, is one of the most
difficult problem for the designer. The best material is one which serve the desired objective at
the minimum cost. The following factors should be considered while selecting the material :
1.Availability of the materials,
2. Suitability of the materials for the working conditions in service, and
3. The cost of the materials.
The main material used to design clutch system such as :
-cast iron
-ceramic
- mild steel
-asbestos
The clutch disc flywheel, pressure plate is generally made for gray cast iron. This because of gay
cast iron has good wear resistance with high thermal conductivity and the production cost is
lower compare to other clutch disc material.
1.4.1 Material properties of gray cast iron

It is an ordinary commercial iron having the following compositions: Carbon = 3 to 3.5%;
Silicon = 1 to 2.75%; Manganese= 0.40 to 1.0%; Phosphorous = 0.15 to 1%; Sulphur = 0.02 to
0.15%; and the remaining is iron. The grey color is due to the fact that the carbon is present in
the form of free graphite. It has a low tensile strength, high compressive strength and no
ductility. It can be easily machined. A very good property of grey cast iron is that the free
graphite in its structure acts as a lubricant. Due to this reason, it is very suitable for those parts
where sliding action is desired. The grey iron castings are widely used for machine tool bodies,
automotive cylinder blocks, heads, housings, fly-wheels, pipes and pipe fittings and agricultural
implements.

- Young’s moguls …………………………………………………………………….120gpa
-poisonous ration ………………………………………………………………………0.29
-tensile strength …………………………………………………………………7200KG/M*3
1.4.2 Properties of Gray Iron

Microscopically, all gray irons contain flake graphite dispersed in a silicon-iron matrix. How
much graphite is present, the length of the flakes and how they are distributed in the matrix
directly influence the properties of the iron.
The basic strength and hardness of the iron is provided by the metallic matrix in which the graphite
occurs. The properties of the metallic matrix can range from those of a soft, low carbon steel to
those of hardened, high carbon steel. The matrix can be entirely ferrite for maximum machinability
but the iron will have reduced wear resistance and strength. An entirely pearlite matrix is
characteristic of high strength gray irons, and many castings are produced with a matrix
microstructure of both ferrite and pearlite to obtain intermediate hardness and strength. Alloy
additions and/or heat treatment can be used to produce gray iron with very fine pearlite or with an
acicular matrix structure. Graphite has little strength or hardness. It decreases these properties of
the metallic matrix, however, the presence of the graphite provides several valuable characteristics
to cast iron. These include:-
 The ability to produce sound castings economically in complex shapes such as water
cooled engine blocks.
 Good machinability even at wear resisting hardness levels and without burring.
 Dimensional stability under differential heating such as in brake drums and disks.
 High vibration damping as in power transmission cases.
 Borderline lubrication retention as in internal combustion engine cylinders

Forging temperature of steel
Steel Type Maximum forging temperature (°F / °C) Burning temperature (°F / °C)
1.5% carbon 1920 / 1049 2080 / 1140
1.1% carbon 1980 / 1082` 2140 / 1171
0.9% carbon 2050 / 1121 2230 / 1221
0.5% carbon 2280 / 1249 2460 / 134
1.4.3 Mild or low-carbon steel

Mild steel (steel containing a small percentage of carbon, strong and tough but not readily
tempered), also known as plain-carbon steel and low-carbon steel, is now the most common form
of steel because its price is relatively low while it provides material properties that are acceptable
for many applications. Mild steel contains approximately 0.05–0.25% carbon [1] making it
malleable and ductile. Mild steel has a relatively low tensile strength, but it is cheap and easy to
form; surface hardness can be increased through carburizing.
In applications where large cross-sections are used to minimize deflection, failure by yield is not
a risk so low-carbon steels are the best choice, for example as structural steel. The density of mild
steel is approximately 7.85 g/cm3 (7850 kg/m3 or 0.284 lb/in3) [4] and the Young's modulus is
200 GPa (29,000 ksi).
AISI 1018 mild/low carbon steel has excellent weldability and produces a uniform and harder case
and it is considered as the best steel for carburized parts. AISI 1018 mild/low carbon steel offers a
good balance of toughness, strength and ductility. Provided with higher mechanical properties,
AISI 1018 hot rolled steel also includes improved machining characteristics and Brinell hardness.

Chemical Composition
Element Content
 Carbon, C 0.14 - 0.20 %

 Iron, Fe 98.81 - 99.26 % (as remainder)
 Manganese, Mn 0.60 - 0.90 %
 Phosphorous, P≤ 0.040 %
 Sulfur, S≤ 0.050 %
Physical Properties Metric Imperial
 Density 7.87 g/cc 0.284 lb/in3
1.4.4 Asbestos
Asbestos, its Chemical and Physical Properties
Asbestos is the name given to a group of fibrous, naturally occurring silicate minerals. They
generally exist in nature in metamorphic or altered basic and ultrabasic igneous rocks. While the
name "asbestos" goes back to ancient times, the Environmental Protection Agency created a legal
definition for the word asbestos by limiting the term to 6 specific fibrous minerals from two distinct
groups: chrysotile (from the Serpentine group); and amosite, crocidolite, tremolite, actinolite and
anthophyllite (from the Amphibole group). OSHA defines an asbestos fiber as having a length >
5mm and a length: width ratio of 3:1. EPA, on the other hand, defines a particle as a fiber if the
ratio is >5:1 length: width when analyzing bulk samples.
Chemical and Physical Properties
For all practical purposes most forms of asbestos are inert. That is one quality that makes them so
desirable in industry. They are insoluble in water and organic solvents and are nonflammable.
While the serpentine chrysotile is soluble in acid, the amphiboles amosite, crocidolite and
anthophyllite are resistant to acids. Interestingly enough, most asbestos minerals have non-asbestos

counterparts with identical chemical compositions. In the case of tremolite, anthophyllite and
actinolite, the word "asbestos" is added after the mineral name to distinguish it from the non-
asbestos form. Chrysotile, crocidolite and amosite do not require "asbestos" to be added because
the non-asbestos forms have different names.
Physical characteristics of Asbestos
Asbestos has a host of physical properties that make it almost a superstar in the world of industrial
chemistry. Its tensile strength surpasses that of steel. It has tremendous thermal stability, thermal
and electrical resistance and is non-flammable. It can be subdivided into fine fibers that are strong
enough and flexible enough to be spun into material that is a flame retardant, chemically inert
thermal and electrical insulator. Note that asbestos binds with better insulating materials to create
the ultimate construction materials.
Most Popular Products
The use of asbestos-containing products stretched across a number of industries. Although most
of the products could be categorized as either construction or automotive materials, some were
general. The following list includes some of the most popular products:
 Automotive Parts
Brake pads, clutches, hood liners, gaskets and valves.
 Tiles
Flooring, ceiling and roofing tiles were commonly made with asbestos. The adhesive used to lay
down flooring tiles has also been a source of exposure.
 Cement
Asbestos-containing cement was used in building materials because the fibers provided strength
without adding much weight. Its insulating and fire-resistant properties also made the mineral an
ideal substance to add to cement.

 Textiles
Asbestos was used in the production of cloths and garments for its resistance to heat and corrosive
elements. Some of the most common textiles included blankets, fireman suits and rope.
1.4.5 Stainless Steel

Stainless steel is a group of ferrous alloys characterized by superior corrosion resistance. Unlike
other ferrous alloys, they have a stable passivation layer that protects the steel from air and
moisture. Stainless steels are suitable for wide-ranging outdoor, aqueous, food service, and high-
temperature applications. Stainless steels can be cast or wrought – this article focuses on wrought
stainless steels.
 The Properties of Stainless Steel
Corrosion Resistance:- Stainless steel is characterized by its resistance to corrosion. Resistance is

not the same thing as invulnerability – given the right conditions, and adequate time, stainless
steels will rust eventually. They will, however, take significantly longer to rust than other iron-
based metals.
 Types of Stainless Steel
Stainless steels can be produced with five distinct crystalline structures: ferritic, austenitic,
martensitic, duplex, and precipitation hardening.
 Ferritic
Ferritic stainless steels contain iron, carbon, and between 10.5 and 18 percent chromium. They
may contain other alloying elements such as molybdenum or aluminum, but usually in very small
amounts. They have a body-centered-cubic (BCC) crystal structure – the same as pure iron at
ambient temperature..
 Austenitic
Austenitic stainless steels have a face-centered cubic (FCC) crystal structure; they are composed
of iron, carbon, chromium, and at least 8 percent nickel. Due to their high chromium and nickel
content, they are highly corrosion resistant..

 Martensitic
Martensitic stainless steels have a body-centered tetragonal (BCT) structure. They contain 12 – 18
percent chromium, and have a higher carbon content (0.1 – 1.2 percent) than austenitic or ferritic
stainless steels. Like the ferritic BCC structure, BCT is magnetic.
 Duplex
Duplex stainless steels are the newest stainless steel type. They contain more chromium (19 – 32
percent) and molybdenum (up to 5 percent) than austenitic stainless steels, but significantly less
nickel. Duplex stainless steels are sometimes referred to as austenitic-ferritic because they have a
hybrid ferritic and austenitic crystalline structure. The roughly half and half mix of austenitic and
ferritic phases in duplex stainless steels gives it some unique advantages.
Duplex grades are a compromise: they are more resistant to stress corrosion cracking than
austenitic grades, tougher than ferritic grades, and roughly two times stronger than a pure form of
either. The key advantage of duplex stainless steels is a corrosion resistance equal to – and, in the
case of chloride exposure, exceeding – austenitic grades.
Another significant advantage of duplex stainless steels is cost efficiency – the strength and
corrosion resistance of duplex stainless steel are achieved with a lower alloy content than
equivalent austenitic grades.
Duplex stainless steels are regularly used to produce parts for chloride-exposed applications like
desalination, food picking, and petrochemical.
Sources:-www.reliance-foundery.com/casting stainless stee

1.4.6 Aluminum
 Properties of aluminum
 Weight
One of the best known properties of aluminum is that it is light, with a density one third that of
steel, 2,700 kg/m3. The low density of aluminum accounts for it being lightweight but this does
not affect its strength.
 Strength
Aluminum alloys commonly have tensile strengths of between 70 and 700 MPa. The range for
alloys used in extrusion is 150 – 300 MPa. Unlike most steel grades, aluminium does not become
brittle at low temperatures. Instead, its strength increases. At high temperatures, aluminium’s
strength decreases. At temperatures continuously above 100°C, strength is affected to the extent
that the weakening must be taken into account.
 Linear expansion
Compared with other metals, aluminium has a relatively large coefficient of linear expansion. This
has to be taken into account in some designs.
 Machining
Aluminium is easily worked using most machining methods – milling, drilling, cutting, punching,
bending, etc. Furthermore, the energy input during machining is low.
 Formability
Aluminium’s superior malleability is essential for extrusion. With the metal either hot or cold, this
property is also exploited in the rolling of strips and foils, as well as in bending and other forming
operations.

 Conductivity
Aluminum is an excellent conductor of heat and electricity. An aluminum conductor weighs

approximately half as much as a copper conductor having the same conductivity.
 The Benefits of Aluminum

 Aluminum is a light metal, about the third of the density of steel, copper, and brass.
 Aluminum has good corrosion resistance to common atmospheric and marine atmospheres.
Its corrosion resistance and scratch resistance can be enhanced by anodizing.
 Aluminum has high reflectivity and can be used for decorative applications.
 Some aluminum alloys can match or even exceed the strength of common construction
steel.
 Aluminum retains its toughness at very low temperatures, without becoming brittle like
carbon steels.
 Aluminum is a good conductor of heat and electricity. When measured by equal cross-
sectional area, electrical grade aluminum has conductivity which is approximately 62% of
electrical grade annealed copper. However, when compared using equal weight, the
conductivity of aluminum is 204% of copper.
 Aluminum is readily worked and formed using a wide variety of forming processes
including deep- drawing and roll forming.
 Aluminum is non-toxic and is commonly used in contact with foodstuffs.
 Aluminum can be readily recycled.

1.5 FABRICATION
The fabrication of clutch component is based on different machining process. SUCH AS:-
CITING ,welding ,drilling or boring ,forming, sheet metal working and other process which will
also used in its assemble process with other machine elements .
1.5.1 Fabrication Of Clutch Cover

-clutch cover made by
1, casting
2, warm working
Clutch cover has different irregular shape so , difficult to manufacturing by machining

process( cutting , Turing , other processes).
Warm working:- because plastic deformation properties are normally enhanced by increasing
work piece temperature ,forming operations are sometime performed at temperature somewhat
above room temperature but below re crystallization temperature. That means used T(0.3Tm),
Tm where Tm is the melting point (absolute temperature) for the particular metal .
Note:- -warm working different advantage over other process ,such as
-lower force and power used to punch
- more intricate work geometries (like clutch cover plate) possible
Casting :- It is one of the most important manufacturing process used in Mechanical

Engineering. The
castings are obtained by remitting of ingots in a cupola or some other foundry furnace and then
pouring this molten metal into metal or sand moulds. they have different type of casting, BUT for
cover plate most best is
die casting forcing :- the casting produce by forced molten metal under pressure into a permanent
metal mould (known as die) is called die casting. A die is usually made in two halves and when

closed it forms a cavity similar to the casting desired. One half of the die that remains stationary
is known as cover die and the other movable half is called ejector die. The die casting method is
mostly used for castings of non-ferrous metals of comparatively low fusion temperature. This
process is cheaper and quicker than permanent or sand mould casting. Most of the automobile
parts like fuel pump, carburetor bodies, horn, heaters, wipers, brackets, steering wheels, hubs, and
clutch cover plate.
Firstly preparing very warm sheet metal of aluminum bellows recystliazation temperature.(
1190-1215)℉
The upper and lower parts of dies.

Next,insert warm aluminum metal in to between two die, then press by pressing machine
(hydraulic pressing) machine.
Machines capacity is above 1 to 2 tones.
Total this process know as coining.
 Coining is especial application of closed dies forging in which fines details in dies are
impressed in two the top and bottom surface of work parts.
 Finally, drillings and boring at the center by milling milling cutter machines used end.
1.5.2 Fabrication of pressure plate

Pressure plate manufacturing by forming process, punching, sheet metal working and machining
- first preparing sheet metal by forming(rolling)to make smooth and gate

required thickness
- next, prepare die and punch, cutout desired shape, size and domination.
And then
- go to machine process (drilling, boring) to make hub and hole
- Then turning up the work piece up to the required dimensions.
- Place the pressure plate that is roughly the same size was the material
we are working with and tight in to the chuck if the stoke we are
Turing is very thin the pressure plate must be larger diameter than the
desired diameter of the stoke

- Face the pressure plate with first ensuring the stoke will remain true
position to prevent jerks.
- After facing remove the cutting fluid by rag and applying a PSA
paper to the pressure plate this provides a lot of little gripping teeth
that will hold on to the work piece as rotates (if the plate and stock is
very large, double side tap should be used)
- Cutoff the excess paper and use debuting tool to remove what is left.
- Place the stock between the chuck and place the pressure pad on the
drive end (the pressure pad must have the countersunk).
- Apply significant amount of pressure to the work piece and lock the
tail stock next use cutting tool as reference and center the work piece.
- Around the entry perimeter remove the material to remove in each
pass.
- Continue turning up to the required diameter or dimension and de
burring the edge before removing the part
- Get final measurement to remove pressure pad and work piece and
use acetone to separate both.
- Drilling the work piece by lathe machine but pressure pad is
unnecessary in this case.
- Finally turning to face and part the end to cut the o ring and use
finishing surface
1.5.3 fabrication of flywheel

flywheel is manufactured by casting is prefers from other process because it is large in size and
mass. from casting type use die casting
1. The production rate is high, ranging up to 700 castings per hour.
2. It gives better surface smoothness.
3. The dimensions may be obtained within tolerances.
The die retains its trueness and life for longer periods. For example, the life of a die for
zinc base castings is up to one million castings, for copper base alloys up to 75 000 castings

and for aluminum base alloys up to 500 000 castings.

4. It requires less floor area for equivalent production by other casting methods.
5. By die casting, thin and complex shapes can be easily produced. The holes up to 0.8 mm can be
cast.
 disadvantage
1. The die casting units are costly.
2. Only non-ferrous alloys are casted more economically.
3. It requires special skill for maintenance and operation of a die casting machine.
Centrifugal Castings
Centrifugal casting is a process that delivers castings of very high material soundness, and thus is
the technology of choice for applications like jet engine compressor cases, petrochemical furnace
tubes, many military products, and other high-reliability applications.
In the centrifugal casting process, molten metal is poured into a spinning die. The die can be
spinning either on a vertical or horizontal axis depending on the configuration of the desired part.
Ring and cylinder type shapes are cast vertically; tubular shapes are made with the horizontal
centrifugal process. Either process may be used to produce multiple parts from a
single casting. External structures and shaping can be cast in place to significantly reduce post-
processing including machining or fabrication.
Because of the high g-forces applied to the molten metal in the spinning die, less dense material,
including impurities, “floats” to the I.D. where it is subsequently removed by machining.
Solidification is managed directionally under pressure, from the O.D. to the I.D., avoiding any
mid-wall shrinkage, leaving a defect-free structure without cavities or gas pockets. Centrifugal
casting When to use it:
 Symmetrical parts that can rotate on an axis

 Sand Casting (Static casting) material properties are inadequate

 Centerline shrink is an issue using other casting processes

 Limited I.D. features
 Large parts, up to 135,000 lbs./61,350 kg or more
 Net-shaping: Some tooling cost is often justifiable when significant finishing is required
1.5.4 Fabrication of disc clutch (friction face)

The friction facing caused disc lining .it is made of heat resistance asbestos, cotton fibers, and
copper wire woven or molded together. grooves are cut in to the friction material to aid cooling
and heat release from clutch disc. Cushing spring used as sandwich between friction plate and
fitting by rivets .used to gradual engagement of disc clutch to flywheel and pressure
plate.torional spring inserter disc clutch for regulate vibration .
firstly, preparing Cushing spring (Cushing plates), it’s the same dimension of friction
facing plates.
and then preparing friction facing plate from asbestos by cutting from black plates asbestos
by grinding cuter.
Next, drilling rivets hole by end mill cutter around circle of facing friction plate.
And then inserted crushing plates in to between two friction plates likes sandwich.
After that fitting by permanent joint such as rives.
Secondly, makes grooves on the friction plates used to heat dissipating (release) during
working condition. grooves made by grinding because grinding is a good surface fining
relatives than machining.
The speed of grindings and thickness of grinding is 30m/s and 5-10mm.
Both side of friction plates are make grooves.
Gridding property
Silicate bond Consists of sodium silicate (Na2SO3). Applications are generally

limited to situations in which heat generation must be minimized,
such as grinding cutting tools.
Grit size 8 is very coarse.
Marking system for conventional grinding wheels as defined by ANSI
Standard B74.13-1977 [3] is 30C46ZVBF.

Chapter two
2 LITERATURE REVIEW
In 1885, It was reported that when karl friedirich benz has invented the first commercial gas
power automobile, the famous TRI-CYCLE, he also was a first person to invent and use a clutch
system to car (WIKIPEDIA WBSITE 2007).
The name of exedy and daikin, which was a clutch disc with plate and spline hup secured by
rivet (DAINKIN CLUTCHN WBSITE 2007). until now, clutch manufacture come out with new
and efficient technology for a clutch system to compensate higher torques produced by bigger
engine created especially for heavy vehicles.
According to Samir safarni after gear shift and during the clutch re-engagement the clutch disc
allows the transmission of progressive torque though its axial stiffness. one of the most important
component use in coupling and decoupling of motor and transmission during gear change .one of
the most component used in this processes clutch disc that allows soft gradual re-engagement of
obt5ained by friction disc characteristics in the axial direction preserves the drives comfort and
avoid mechanical shocks.
According to tripathi, the friction clutch must be design minimum axial force between the
pressure plate and clutch plate. they suggested that for optimum designs of friction disc the ration
of inner radius to outer radius should be kept 0.577. there basic design is based on minimum
axial force between pressure plate and clutch plate.
2.1 Fundamental principle of friction disc clutch plate

The main system of the friction clutch disc consist of
I. pressure plate
II. Clutch disc
III. Flywheel
IV. Diaphragm spring

When clutch starts to engages the slipping will occurs between contacts surface, due to the
different in velocity between them (slipping periods), after this periods all contacts part are
rotating at same velocity without slipping (full engagement periods) .
 In the First (slipping) periods:
A high amount of kinetics energy converted in heat energy interface according to first law of
thermodynamics the slipping periods and heat generates between contacts surface , will be
dissipated by conduction between friction clutch components and by convection to
environments, in the addition to the the thermal effects due to the slipping there is other load
condition which is pressure contact between surface .
loads such as:-
I. Thermal effects
II. Contacts pressure
There are there types of loads condition such as:-

I. Temperature distribution from the last periods (slipping periods)
II. Pressure between contacts surface due to axial force of diaphragm springs
III. Centrifugal force due to the rotation of the contacts parts.
2.2 Operation Of Clutch

A single disc or plate clutch, consists of a clutch plate whose both sides are faced with a frictional
material. It is mounted on the hub which is free to move axially along the splines of the driven
shaft. The pressure plate is mounted inside the clutch body which is bolted to the flywheel. Both
the pressure plate and the flywheel rotate with the engine crankshaft or the driving shaft. The
pressure plate pushes the clutch plate towards the flywheel by a set of strong springs which are
arranged radially inside the body. The three levers (also known as release levers or fingers) are
carried on pivots suspended from the case of the body. These are arranged in such a manner so
that the pressure plate moves away from the flywheel by the inward movement of a thrust bearing.
The bearing is mounted upon a forked shaft and moves forward when the clutch pedal is pressed.

When the clutch pedal is pressed down, its linkage forces the thrust release bearing to move in
towards the flywheel and pressing the longer
ends of the levers inward. The levers are forced to turn on their suspended pivot and the pressure
plate moves away from the flywheel by the knife edges, there by compressing the clutch springs.
This action removes the pressure from the clutch plate and thus moves back from the flywheel and
the driven shaft becomes stationary. On the other hand, when the foot is taken off from the clutch
pedal, the thrust bearing moves back by the levers. This allows the springs to extend and thus the
pressure plate pushes the clutch plate back towards the flywheel. The axial pressure exerted by the
spring provides a frictional force in the circumferential direction when the relative motion between
the driving and driven members tends to take place. If the torque due to this frictional force exceeds
the torque to be transmitted, then no slipping takes place and the power is transmitted from the
driving shaft to driven shaft.

CHAPTER THREE
3 OBJECTIVES
3.1 Main objectives

The main objective of this projects to design single friction clutch disc by use in
 Input power=65KW
 Engine speed=2500rpm
 Minimum output speed=1500rpm
 Maximum output speed=3400rpm
3.2 Specific Objective
the specific objectives of this project works to design the main component of single friction clutch
discs such as:-
1. flywheel
2. friction face (disc clutch)
3. diaphragm spring
4. pressure plate
5. cover plate

CHAPTER FOUR
4 METHODOLOGY
The methodologies or guidelines which must be followed to design this project are listed as
follows: -
 Having better awareness about clutch basically its components, importance, working
principles from different data sources. The data sources may be primary or secondary
data sources in which primary sources can be find from technicians and professionals of
the clutch while secondary data can be find from internet books and lectures and different
journals of technology especially automotive.
 After having better information and awareness about the clutch the next step is
organizing the data in a way that we can understand in better that means ordering it. This
step includes material selection, different parameters identification, justification of the
components separately and other important issues.
 The next step after data organization is designing each component by using two steps.
The first is getting the dimensions by calculating manually and the second is modeling and
checking whether it is Safe or not using software like solid work
 After modeling the next step is assembling the modeled parts and components.
 At the end evaluating how it works on the software and after so documentation.

CHAPTER FIVE
5 Design Of Single Plate Components

The given parameters for our design of clutch are as follows
 Input power=65KW
 Engine speed=2500rpm
 Minimum output speed=1500rpm
 Maximum output speed=3400rpm
5.1 design of flywheel
The material selected for the design of flywheel is grey cast iron because it is hard and easily
available as well as high wear resistance. The mechanical and other properties are as follows: -
 Density (ρ)=7200Kg/m3
 Coefficient of friction(µ)=0.24
 Tensile stress(σ)=220MPa
 Yield strength=330MPa
 Maximum shear stress(τ)=50GPa
 Factor of safety=7
 D= 230mm
By having the above properties, we can calculate the dimensions of the fly wheel
 First calculate the allowable or design shear stress using factor of safety
 Calculate the allowable tensile stress using factor of safety
Pa
 The diameter can be calculated from the peripheral velocity of flywheel
σ = ρ*v2
v=√(31430000/7200) = 66.07m/s

 NOW I can calculate the torque
T=(60*P)/2πN
= (60*65*103)/2𝜋 ∗2500
= 248.28 Nm
To calculate the mass of the flywheel, from coefficient of fluctuation of energy we
have: -
CE =0.15---0.2 for four cylinder four stroke engine
Cs=0.03 for IC engine
Let us take CE =0.18 for our case
∆E=CE* Work done/cycle
 Work done/cycle= 248.28Nm*4π=3120Nm
Now calculate the energy
∆E=CE* Work done/cycle
∆E=0.18*3120= 561.6 Nm
Also we have ∆E = mv2Cs
Thus, m = ∆E/v2Cs
= 561.6/(66.07)2*0.18
= 0.718 kg
From the equation of mass, we have, m = 2π*R*A*ρ, R= 200mm=0.2m
A= m/2πRρ = 0.714/2*π*0.115*7200=1.37*10-4m2
A=b*t, usually b=2t thus A=2t2
t = √0.00137/2 =0.0068m

b = 2t =2*0.0156m= 0.0312m = 31.2mm
5.2 Design of Frictional Facing (Clutch Disc)

 Material used for design is fabric plate asbestos, due to the followings property
 It has tremendous thermal stability, thermal and electrical resistance and is non-flammable.
 It can be subdivided into fine fibers that are strong enough and flexible enough to be spun
into material that is a flame retardant, chemically inert thermal and electrical insulator.
 Note that asbestos binds with better insulating materials to create the ultimate construction
materials.
i. Operation condition……………...…. dry
ii. Coefficient of friction …………….... 0.03
iii. Maximum operation temperature……. 150-250
iv. Maximum pressure ……………………. 0.2-0.3
Maximu
Coefficient Maximum
Operating m
Material of friction surfaces of operating
condition pressure
friction temperature (°C)
(N/mm2)
Cast iron on cast iron or steel dry 0.15 – 0.20 250 – 300 0.25– 0.4
Cast iron on cast iron or steel In oil 0.06 250 – 300 0.6 – 0.8
Hardened steel on Hardened steel In oil 0.08 250 0.8 – 0.8
Bronze on cast iron or steel In oil 0.05 150 0.4
Pressed asbestos on cast iron or steel dry 0.3 150 – 250 0.2 – 0.3
Powder metal on cast iron or steel dry 0.4 550 0.3
Powder metal on cast iron or steel In oil 0.1 550 0.8
SOURCE: - KURMI MACHINE DISGNE TEXST J.K. GUPTA (887)
The given parameters for our design of clutch are as follows

 Input power = 65KW
 Engine speed = 2500rpm
 Minimum output speed = 1500rpm
 Maximum output speed = 3400rpm
 Diameter friction facing D = 180mm
Now lets calculate the torque on the friction plate

T = 60*p/2π*N = 60*65000/2π*2500
T = 248.28 Nm
Maximum operating temperature 0C = 150-250
Maximum pressure P = 300 kN/m2
Outer ro and inner ri radius of friction faces
Ro = 90 mm, ri = 62.5 mm
n = numbers of contact surfaces, n= 2
R = mean radius of friction surfaces
For uniform pressure:
R = 2/3[(ro3-ri3)/(ro2-ri2)]
= 2/3[(903-62.53)/(902-62.52)
=106.8mm
For uniform wear
R = (ro+ri)/2
= (90+62.5)/ = 76.5mm
A. For considering uniform pressure
When uniformly distributed pressure is applied over the entire area of friction face
P = W/π(ro-ro)
Where W = axial thrust with frictional surface, Frictional torque acting on the friction surfaces is
included by
T  n W  R

n=number of contact surfaces
µ=coefficient of friction
R=mean radius of friction surfaces
T = 248.28 N-m
W = T/n*µ*R
= 248.28/2*µ*0.1068, µ = 0.3
= 64008 N
P = W/ π(ro-ro)
= 64008/π(90-62.5)
= 740.88 N/m
B. For considering uniform axial wear
W  2 C ro  ri 
C = P*r (C=constant)
The maximum intensity pressure occurs at inner radius (ri) of friction surface
C = Pmax * ri
C = W/2*π(ro-ri)
= 64008/2*π(90-62.5 = 370.44 N
Pmax = C/ri = 370.44/0.0625 = 5927 N/m2
Pmin = c/ro = 370.44/0.090 = 4116 Nm2
 The maximum pressure applying on the friction plate. P=5927 N/m2

5.3 Design of diagrams spring

Martial used to design stainless steel (d). stainless steel is desired to design diaphragm spring due
to the following property.
 they are more resistant to stress cracking during engagement and disengagement the same
value of tensile or vice versa, are known as completely reversed or cyclic stresses,
fluctuating stresses, alternating stresses and repeated stresses.
 Stainless steels are suitable for wide-ranging outdoor and high-temperature applications.
 The key advantage of duplex stainless steels is a corrosion resistance equal to – and, in the
case of chloride exposure, exceeding – austenitic grades.
 Another significant advantage of duplex stainless steels is cost efficiency – the strength
and corrosion resistance of duplex stainless steel are achieved with a lower alloy content
than equivalent austenitic grades.
 Duplex stainless steels are the newest stainless steel type. They contain more chromium
(19 – 32 percent) and molybdenum (up to 5 percent) than austenitic stainless steels, but
significantly less nickel.
 Duplex grades are a compromise: they are more resistant to stress corrosion cracking than
austenitic grades, tougher than ferrite grades, and roughly two times stronger than a pure
form.
 Tensile stress =510mpa
 Proof stress = 379mpa
 Modulus of elasticity=212.4mpa
 Poisson ration (µ)=0.3
 Temperature range =256c
Based up on the design procedure of Belleville spring design calculate all parameters of
diaphragm spring. from standard table of Belleville spring the maximum ration of outer to inner
diameter of spring is 10.
𝐷𝑜
Rd= 𝐷𝑖 where
𝐷𝑜 = 𝑜𝑢𝑡𝑒𝑟 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟

𝐷𝑖 = 𝑖𝑛𝑛𝑒𝑟𝑒 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟
𝑅𝑑 = 𝑟𝑎𝑡𝑖𝑜 𝑜𝑓 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟
𝑅𝑑 ≤ 10
Figure 10:Principal Belleville dimension
from the dimension clutch outer diameter of clutch is equal to outer diameter diaphragm spring.
Do=183mm
Do/Di = 10 , Di = Do/10
Di = 183/10
=18.3 mm
 then choose
where
H=height of spring
T=thickness of spring
C= constant ration of the two

The maximum force relatives to push the spring is given by from the flat position postion of
use half of the total force.
 from the general equation
By simplification let
Where: - E=young’s modulus

K1=ration factor
µ= Poisson ration
K=constant
The k factor is dependent only on the diameter and the material of spring
Hence
By solving the equation for t (thickness)
Generally, to get the force at any deflection
In our case C=1.414, Rd=4

Then substitution the value of: k1: in equation
Using equation (2) determine thickness (t)
5.3.1.1 Geometry analysis
The length of the diaphragm sprigs .it calculates using Pythagoras.
In our case C=1.414, Rd=4

Then substitution the value of: k1: in equation
Using equation (2) determine thickness (t)
Stress Analysis
The stress in a diaphragm springs are concentrated at the edge of the inner and outer side
diaphragms. the largest stress is compressive and occurs at the inside radius on the convex side.
The edges on the concaves side have tensile stress.
First calculate constant k2, k3, k4 and k5

The maximum deflection if
The stress are well within the capability of a 510mpa tensile stress of material.
5.4 Design of pressure plate

It also made of cast iron. the plate as well as every clutch rotating part has flywheel and friction
effect and the need heat dissipating material so, cast iron has a good this property in this
condition to resist friction and lubricant during rotation parts due to this property reduce
generates heat of contacts surface . and other property
 Good machinability even at wear resisting hardness levels and without burring.
 Dimensional stability under differential heating such as in brake drums and disks.
 High vibration damping as in power transmission cases.

Because of above property I selected for this project work
 Tensile stress 570 MPA

 Shear stress 180 MPA
 Compressive (Crushing) Strength. 570 to 1290 MPa 83 to 190 x 103 psi.
 Elastic (Young's, Tensile) Modulus. 180 GPa 26 x 106 psi.
 Elongation at Break. 0.52 %.
 Fatigue Strength. 69 to 170 MPa 10 to 25 x 103 psi.
 Poisson's Ratio. 0.29.
 Shear Modulus. 69 GPa 10 x 106 psi.
 Shear Strength. 180 to 610 MPa 26 to 88 x 103 psi.
Source :-Grey Cast Iron :: MakeItFrom.com
https://www.makeitfrom.com/material-properties/Grey-Cast-Iro
Where
t =thicknesses of pressure plate
F=force cause shear stress
S=length between the rivet center and the plate
T=thickness of the pressure plate
F=maximum force from the frictional force
Ro=outer radius of pressure plate
Ri=internal radius of pressure plate

When we use
 F=11,954.422N
 Ro=160mm
 Ri=91mm
 Les S=6mm
5.5 Design of clutch cover
The clutch cover is the outer part of the clutch components so that it must be hard enough
to
resist unexpected impact and sudden forces or loads.
The material selected for clutch cover is cast iron because it is hard and strong and with
stand,
unexpected loads or force as well as easily available with low cost.
The material properties are stated in the design of flywheel.
From the design of other components, we have
Outer radius of flywheel=200mm.
Thrust load of clutch disc, W =3413N.
During the design of this clutch cover the intended dimensions are inner radius and the
thickness of the cover.
W = δt*A , from the material properties δt=220MPa
Taking factor of safety, n=4; δt = 55MPa
A = 2 π*(ro-ri)*t
=2 π *t2
W = δt *2 π *t2, substitute the values of the axial thrust force and the
tensile stress in the places. After substituting the following value is obtained.
t = 3.2mm.
The outer radius, ro=200mm.

The inner radius can be calculated from the outer radius and the thickness as:
ri= ro-t = 200-3.2 =196.8mm
5.6 Design of hub

In order to determine the diameter of the hub first we must calculate the diameter of the shaft first
determine. material selection for the design of hub is cast iron .
 Good machinability even at wear resisting hardness levels and without burring.
 Dimensional stability under differential heating such as in brake drums and disks.
 High vibration damping as in power transmission cases
 Shear stress =243mpa
 Density =
The maximum torque or the diameter of shaft for hub or flywheel is obtained from the maximum
torque transmitted by shaft
 The maximum torque transmitted can calculated
Where
T=181.283NM
d=diameter of shaft
the hub designed as a hollow shaft for the maximum torque transmitted.
Where
D=outer diameter of hub
d =inner diameter of shaft

The diameter of the hub is usually taken as twice the diameter of shaft and length from 2 time and
2.5 time the shaft diameter
D=2d L=2d to 2.5 d
 The shaft diameter and flywheel internal diameter is equal.
Therefore, the hub diameter and length

5.7 Design of coil spring

The material selected for this design of coil spring is stainless steel for its good elasticity
and modulus of rigidity as well as availability with low cost and light in weight than many
other cast irons.
The mechanical properties of cast iron are as follows:
Average allowable shear stress (τ) = 350MPa
Modulus of rigidity (G) = 70kN/m2
Modulus of elasticity (E) =196kN/mm
From the design of the clutch disc we have an axial thrust force, W=3413N
Assume:
Spring index is equal to 5;

Maximum deflection is equal to 20mm;
Springs needed are 4 springs.
Therefore the load that one spring carries is w=854N
Mean diameter of spring coil
From Wahl’s factor we have, K = 4C−1/4C−4+0.615/C
K = 4∗5-1/4∗5-4+0.615/5 = 1.31
The maximum shear stress, τ = K* 8WC/πd2
350=1.31*8∗854∗5/πd2 by simplifying we can get
d = 6.4mm.
From table above we shall take standard wire size SWG 3 having diameter (d) =6.401mm.
Therefore, the mean diameter of the spring coil,
D = C*d =5*6.401= 32.005mm
The outer diameter of the spring coil,
Do = D + d = 32.005+6.401 = 38.406mm
Number of turns of the coils,
From equation of the deflection we have, δ =8WC3n /G.d

20 = 8∗854∗53n/70000∗6.401 by simplifying we can get

n = 11
For square grounded ends, the total number of turns,
n’ = n+2 =13
Free length of the spring,
LF = n’*d + δ + 0.15 δ =13*6.401+ 20+0.15*20 = 106.213mm
Solid length;
LS = n’*d = 13*6.401 = 83.213mm
6 ResultS
6.1 Flywheel
Material selection -----------------------------------------------------------cast iron
Torque---------------------------------------------------------------------------182.5Nm
Diameter of flywheel------------------------------------------------------------400mm
Thickness of flywheel------------------------------------------------------------11.5mm
Number of teeth---------------------------------------------------------------------160
Maximum fluctuation energy ---------------------------------------------------742.69Nmm
Mass of fly wheel--------------------------------------------------------------------6.6kg
6.2 Frictional faces

Material selection -------------------------------------------------------------------------asbestos
Maximum pressure of material----------------------------------------------------------0.3mpa
Maximum operating temperature-------------------------------------------------------150℃-250℃
Outer diameter of facing ---------------------------------------------------------------------321mm

Inner diameter of facing----------------------------------------------------------------------------181mm
Maximum force of friction --------------------------------------------------------------------------11954N
Coefficient of friction --------------------------------------------------------------------------------0.3
6.3 Cushing plate

Material selected---------------------------------------------------------------------------------cast iron
Coefficient of friction -----------------------------------------------------------------------------0.3
Outer diameter ----------------------------------------------------------------------------------------321mm
Inner diameter ---------------------------------------------------------------------------------------182mm
Thickness of plate -----------------------------------------------------------------------------------5.93mm
Heat generates -------------------------------------------------------------------------------------7.38kw
Heat loss-------------------------------------------------------------------------------------------1.08kw
6.4 Diaphragm spring

Material selected -----------------------------------------------------------stainless steel
Temperature range --------------------------------------------------------------250℃
Rd (ration diameter-------------------------------------------------------------------4
(h )/tratio -----------------------------------------------------------------------------1.414
Outer diameter of spring -------------------------------------------------321mm
Inner diameter of spring ---------------------------------------------------80.15mm
Force maximum --------------------------------------------------------------11,954N
Flat force ---------------------------------------------------------------------5977.211N
Thickness of spring -------------------------------------------------------------4.33mm
Height of springs----------------------------------------------------------------6.08mm
Total height of spring ----------------------------------------------------------10.38mm

Length of finger -----------------------------------------------------------------119mm
Compressive force ---------------------------------------------------------------413.5mpa
Tensile stress inner---------------------------------------------------------------404.6mpa
Tensile stress at the outer ------------------------------------------------------145.63mpa
Material allowable stress-------------------------------------------------------510mpa
6.5 Pressure plate

Material selected -------------------------------------------------------------------------------------cast iron
Length between the rivet center and the plate edge ------------------------------------------------6mm
Thickness of plate -------------------------------------------------------------------------------------5.4mm
Outer diameter----------------------------------------------------------------------------------------320mm
Inner diameter----------------------------------------------------------------------------------------182mm
6.6 Clutch cover

Material selection ----------------------------------------------------------------------------------aluminum
Toques----------------------------------------------------------------------------------------288574Nmm
Yield strength of material------------------------------------------------------------------------103mpa
Outer diameter ------------------------------------------------------------------------------------330mm
Inner diameter -----------------------------------------------------------------------------------------300mm
Thickness of cover ----------------------------------------------------------------------------------15.33
Length of clutch cover ----------------------------------------------------------------------------40mm
6.7 hub
Material selection -------------------------------------------------------------------------------------cast
iron
Allowable shear stress------------------------------------------------------------------------------243mpa
Factory of safety ---------------------------------------------------------------------------------------6

7 DISCUSSION
From the design of components of clutch, it is possible to discuss some important points.
When we see the design of fly wheel the outer diameter is larger than others in order to permit
the clutch disc and pressure plate slide horizontally to engage and disengage when the pedal is
applied from the driver.
The design of clutch disc shows smaller internal and external diameters this is approximately
matches with the actual case and there is some focal length for the clutch disc and pressure plate
for common surface which is about 4mm. the materials of clutch disc and flywheel are
differentiated by adding some surface finishing on clutch disc surface and the grade is also
different. According to this application the cost was in expensive. In single plate, friction plate
plays a very important in torque transmission from engine to transmission system, so the friction
material property is very important in clutch. However, clutch is in engaged position, it is
disengaged when pedal is pressed. At this time there is a sudden increase in temperature, due to
friction between mating parts. some part of friction material surface get wear out. So for
designing of clutch disc one should know the wear rate of that material which is used in clutch
disc

8 CONCLUSION
The design of disc clutch this project works design on minimum axial force between pressure
plate and clutch plate .the design focus on working principle ,geometry and working condition.
The types of friction material that high coefficient of friction(asbestos and design consideration
uniformly wear theory to effectives design of clutch disc component of automobile. the analysis
of stress has also shows that the design is safe under certain acceptance parameters. From the result
and discussion the design of single friction disc clutch is safe also from theoretical justification
and mathematical modeling the formula and low of equations, that are used in the design process
are applicable. According to this application the cost was in expensive. In single plate, friction
plate plays a very important in torque transmission from engine to transmission system, so the
friction material property is very important in clutch. However clutch is in engaged position, it is
disengaged when pedal is pressed. At this time there is a sudden increase in temperature, due to
friction between mating parts .some part of friction material surface get wear out. So for designing
of clutch disc one should know the wear rate of that material which are used in clutch disc.
Generally the disc clutch design is effectives and use full for actual practices for automobile
and its creates the chance to knows about the types of clutch systems during the design process.

9 REFERENCE
Shirley’s mechanical Engineering design 8th edition
Mechanical design R.S KHURMI.J. K and GUPTA..
Mechanical design an integrated approach Robert L.Norten 3rd edition.
A automotive clutch design books
Machine elements in mechanical design in Robert L.Motto 4th edition.
www.reliance-foundery.com/casting stainless steel
design of machine element parts 2 for 5th semester mechanical engineering(as per laser
anna university)

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Design Of Single Plate Friction Clutch

BAHIR DAR INSTITUTE OF TECHNOLOGY

5 Design Of Single Plate Components ................................................................................................ 27

1.2 TYPES OF CLUTCH

1.2.1 POSTIVE CLUTCH

Figure 1:positive clutch

ABEBE AMARE ID BDU0800332UR 1

1.2.2 FRICTION CLUTCHES

For this design : Single plate friction clutch

Figure 2:Single plate friction clutch:

ABEBE AMARE ID BDU0800332UR 2

1.2.2.1 Single disc or plate clutch and how it works

Figure 3:Single disc or plate clutch and how it works

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1.2.2.2 Multiple Disc Clutch

Figure 4:Multiple Disc Clutch

1.3 component of single friction clutch

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1.3.1 Fly wheel

Figure 5:Fly wheel

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1.3.2 disc clutch (friction disc plate)

Figure 6: disc clutch (friction disc plate)

1.3.3 pressure plate

Figure 7:pressure plate

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1.3.4 clutch cover

Figure 8:clutch cover

Figure 9 :diaphragm spring

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1.4 Material selection

The main material used to design clutch system such as :

1.4.1 Material properties of gray cast iron

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- Young’s moguls …………………………………………………………………….120gpa

-poisonous ration ………………………………………………………………………0.29

-tensile strength …………………………………………………………………7200KG/M*3

1.4.2 Properties of Gray Iron

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Forging temperature of steel

1.5% carbon 1920 / 1049 2080 / 1140

1.1% carbon 1980 / 1082` 2140 / 1171

0.9% carbon 2050 / 1121 2230 / 1221

0.5% carbon 2280 / 1249 2460 / 134

1.4.3 Mild or low-carbon steel

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 Carbon, C 0.14 - 0.20 %

Physical Properties Metric Imperial

 Density 7.87 g/cc 0.284 lb/in3

Chemical and Physical Properties

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Physical characteristics of Asbestos

Most Popular Products

Brake pads, clutches, hood liners, gaskets and valves.

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1.4.5 Stainless Steel

 The Properties of Stainless Steel

Corrosion Resistance:- Stainless steel is characterized by its resistance to corrosion. Resistance is

 Types of Stainless Steel

From the equation of mass, we have, m = 2πRA*ρ, R= 200mm=0.2m