WOLLO UNIVERSITY KOMBELCHA INSTITUTE OF

TECHNOLOGY

Design of single plate clutch

Molla takele
Brhanu asfaw
Yasin tesfay
Zenalem
Ismauel
Mechanical engineering for 4th year (manufacture and industrial system)
machine Design project 2 (MEng 4132) project 2 semester 1
Submitted to wasihun
 Acknowledgement

First and foremost we would like to say thank you from bottom of our heart to our God
who gives us this chance to success this project from beginning up to end of this project.
Also we would like to thank our beloved advisor Wasihun Wondimu that he gave us
different direction to do our project. Thirdly we would like to thank our group
members to their contribution in all preparation of this project and we have great
thanks for all Mechanical Engineering students. Finally we would like to express our
heartfelt gratitude to GOOGLE for helping us to recognize different ideas for our project.

i
 Abstract

The aim of this project is to engage and disengages power transmission using single
plate clutch .In this project, Design of single plate clutch by using the standard equation
for applying 50 kw of torque for testing purposes to find the main deformation in the
couplings thus trying to design each components of the bushed pin coupling in detail and
Assembling and drawing of each parts using Solid works and AutoCAD. All the
automobile vehicles available are always set to changing speed and torque between
engine and driving wheels. This project mainly focuses on the design of a bushed pin that
can transmit torque.

ii
 List of figure

Figure 2.1……………………………………………………………………………………..21

Figure 3.1………………………………………………………………………………………23

Figure 3.2………………………………………………………………………………………24

Figure 3.3……………………………………………………………………………………….28

iii
 List of symbol

P Power

T Torque

DO External diameter

Di Internal diameter

W Width

L Length

t Thickness

iv
 List of table

Table 2.1………………………………………………………………………………………….…..9

Table 2.2……………………………………………………………………………………………..10

Table 2.3…………………………………………………………………………………………….….11

Table 2.4……………………………………………………………………………………………….13

Table 2.5………………………………………………………………………………………………..13

Table 2.6……………………………………………………………………………………………… 13

Table 2.7…………………………………………………………………………………………………13

Table 2.8……………………………………………………………………………………………….14

Table 2.9…………………………………………………………………………………………………14

Table 2.10…………………………………………………………………………………….…………14

Table 2.11…………………………………………………………………….…………………………15

Table 2.12……………………………………………………………………………………………….15

Table 2.13………………………………………………………………………………………………16

v
 Table of Contents

Acknowledgment……………………………………………………………………………………..ꜞ

Abstract ………………………………………………………………………………………………………ꜞꜞ

List of Figures………………………………………………………………………………………………….ꜞꜞꜞ

List of symbol………………………………………………………………………………………………….ꜞⱽ

List of table ……………………………………………………………………………………………………..ⱽ

CHAPTER ONE......................................................................................................1

1. Introduction …………………………………………………………………………………………………1

1.1. Background of the Study……………………………………………………………………….…. 1

1.2. Statement of the Problem…………………………………………………………………..………1

1.3. Objectives…………………………………………………………………………………………………. 1

1.3.1. General Objectives……………………………………………………………………………….….2

1.3.2. Specific Objectives……………………………………………………………………………………2

1.4. Scope and Limitations of the Project………………………………………………….…………2

1.5. Significance of the Project……………………………………………………………….……………3

CHAPTER TWO …………………………………………………………………………………………………….4

2. Literature Review ………………………………………………………………………………………………4

CHAPTER THREE ………………………………………………………………………………………………….22

3. Geometric Analysis……………………………………………………………………………………………22

3.1. Methodology………………………………………………………………………………………………….22

CHAPTER FOUR …………………………………………………………………………………………………… 31

4. Result and Discussion…………………………………………………………………………………….….31

4.1. Result……………………………………………………………………………………………………………32

4.2 Discussion………………………………………………………………………………………………………....32

vi
CHAPTER FIVE………………………………………………………………………………………………………………33

5. Conclusion and
Recommendation……………………………………………………………………………………………………...33

5.1. Conclusion …………………………………………………………………………………………………………….33

5.2. Recommendation …………………………………………………………………………………………………34

Reference………………………………………………..……………………………………………………………………
35

vii
 CHAPTER ONE

INTRODUCTION
1.1 Background of the Study
In 1956 rim clutches called a shoe clutch has been invented and in the last 1970’s
spring were add to improve acceleration. since 1978 disc clutches has introduced by
Gilbert Horstman which includes a flat friction surface that minimized temperature
variation. also in 1995 soft-start disc clutches were patented by Tomas Fehring. That
was modified which third-generation kart clutches connect springs directly to the
lever. There is no pressure plate .this simplified clamping mechanism engages the
engine without “bogging”.
Although the first use of a dry single plate clutch was stated by Duryea in1893-1921
the design was developed that would not burn out in a few hundred miles but
Englishman Herbert Frood perfected on more durable friction materials.[3]

1
 1.2 Statement of the Problem
The reason why we design single plate clutch is because of it is to much needed when
heat generation is less then no need of a cooling medium but multiple clutch
generates high heat that needs cooling medium known as dry clutches.
We see that the three different type of frictional clutch which are single plate,
multiple and cone clutches .specially it is difficult to disengage the clutch and also
formation of wear in cone clutches.

1.3 Objectives

1.3.1 General Objectives

The general objective of this project is to design a single plate clutch power
transmission system.

1.3.2 Specific Objectives

The specific objectives of this project are
 designing of Disc (Clutch) plate
 designing of Hub
 designing of keys
 designing of spring
 designing of Pressure plate
 designing of Fly wheel
 Selection proper type of bearing
 Selection of Crank shaft

1.4 Scope and Limitations of the Project

The scope of this project is designing of a single plate clutch of automotive

vehicle starting from the proper way of material selection for each component of
the single plate clutch, force analysis for disc clutch, stress and failure analysis on
flywheel, determination of clutch parameters (like:- mean radius disc clutch ,mean
diameter of spring, pitch of the coil etc.. ),determinations of key parametr , proper
way of bearing selection, result and discussion of the whole material design, cost
analysis up to the assembly modeling. Designing of the single plate clutch with
the driven (output) power of 50 KW for with the speed of 2000 R.P.M. Used in
automotive vehicle.
The project only deals up to the designing of a single plate clutch, but not
manufacturing of it and this is considered as a limitation on this project. Also
while we design our project internet connection was one problem. There is no

2
 brief and clear guidance book which shows material selection with its proper
evidence.
1.5 Significance of the Project
The significant of this project is it is advisable in decreasing the pedal effort to
operate the clutch .Also This is able to increasing the torque and decreasing the
weight of the clutch.
It also used mostly for light vehicle power transmission system and as its name
indicates it use single plate clutch whose both sides are coated with frictional
materials it forms less frictions.
Single plate clutch is not expensive, it has little maintenance and gear shifting is
easier.

3
 CHAPTER TWO
Literature Review
2.1 Introductions
Main component of single plate clutches
 Fly wheel
 clutch plate
 hub
 pressure plate
 spring
 key
 bearing
 crank shaft

Flywheel-– is 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.

Clutch plate- is a part of vehicle’s manual transmission system that delivers power from the engine
to the transmission. It’s fitted between the flywheel and the pressure plate. A worn out clutch will
slip against the flywheel and fail to transmit power from the engine to the transmission.

Hub–is the central part of the wheel that connect the axle to the wheel it self. The hub is
designed as a hollow shaft, for the maximum torque transmitted. We know that the
maximum torque transmitted
Pressure plate - squeezes the clutch disc onto the flywheel when the clutch disc is engaged and
moves away from the disc when the clutch pedal is depressed. These actions allow the clutch disc
to transmit or stop transition the engine’s torque to the transmission system. A pressure plate is
basically a large spring loaded clamp that is bolted to and rotates with the flywheel.

Spring - is that a material we used to make efficient to engagement and disengagement when the
clutch pedal is pressed

Keys- are machine elements used to prevent relative rotational movement between a shaft
and the parts mounted on it, such as pulleys, gears, wheels, couplings, etc. Bearing-
applied to a machine or structure, refers to contacting surfaces through which a load is
transmitted. When relative motion occurs between the surfaces, it is usually desirable to
minimize friction and wear.

G.Kannan , K.Krishnamoorthy , K.Lloheswaran (2016) “Department of Mechanical

Engineering Collage”, Tamilnadu , India.

4
 The clutch engages the transmission gradually by allowing a firm quantity of slippage at
the transmission input shaft. Though, the slipping mechanism in the clutch generates high
heat energy due to friction. At high sliding velocity, excessive frictional heat energy is
formed and it leads to high temperature rises, and this causes thermo mechanical
problems such as deformations and instability which can lead to high wear, cracks and
other mode of failure of the clutch disc component.

Properties of Clutch Plate Material

Material must have high coefficient of friction

 Materials must resist wear effects such as scoring, galling and ablation

 Materials should resistant to the environment (moisture and dust)

 Material should possess good thermal properties, good thermal conductivity, high
heat capacity and with stand high temperature

 Material should withstand high contact pressure

South Asian Journal of Engineering and Technology Vol.2, No.23 (2016) 135 –
142 )

Grey cast iron:-

The clutch disc is generally made from grey cast iron (FG 300).Because of its high heat
and wear resistant but its ramic based composites are used as clutch disc material due to
its high thermal conductivity and diffusivity. The material is considered valuable for to
dissipate heat at higher rate. st-42 (IS 1079) is used as clutch plate material because of its
wear resistance property but its cost is high and have low corrosion resistance.

Sintered brass:- Sintered brass material is used as clutch plate material because of their
resilience at high loads and high temperatures as well as their cost in comparison to
alternative friction materials. The main disadvantage is that the sintered brass material is
much softer as compared to the opposing hardened steel plates, as exposed by larger
amount of high sliding acceleration and high friction coefficient but production cost is
high and more weight.

Asbestos

5
In past, Asbestos was used as a clutch plate material due to its high heat resistance and
good strength. Disadvantage of asbestos is that it will create lung cancer such as colon,
throat and esophageal cancer.

E-Glass fiber composite

Commercially E-Glass fiber composite is used as clutch plate materials because of its
High stiffness, high strength and relatively low density. Disadvantages of E-glass are
generated heat would not have dissipated as much as for a long time on its surface and
load increases matrix starts deforming and then detaches from fiber surface and gets
trapped in between the sliding surface.

Metal Matrix Composites:- Metal Matrix Composites are composed of a metallic

matrix (Al, Mg, Fe, Cu etc) and a dispersed ceramic (carbides, oxide,) or metallic phase
(P b, Mo, W etc). Ceramic reinforcement may be silicon carbide, silicon nitride, boron
carbide, alumina, boron nitride etc. whereas metallic reinforcement may be tungsten,
beryllium etc. MMCs are used for Space Shuttle, bicycles, electronic substrates,
automobiles, commercial airliners golf clubs and a variety of other applications. From
material point of view, when compared to polymer matrix composites, the advantages of
MMCs lie in their maintenance of strength and stiffness at elevated temperature, good
abrasion and sneak resistance properties. Some MMCs are still in the development stage
or the early stages of production and are not so widely recognized as polymer matrix
composites. The disadvantages of MMCs are their high costs of fabrication, which has
placed limitations on their real applications. There are also advantages in some of the
physical attributes of MMCs such as no major moisture absorption properties, non-
inflammability, thermal conductivities, low electrical and resistance to most radiations.

Aluminum (Al) Matrix Selection: - The unique properties of aluminum composites are
better compeer to other convention materials. So it prospects in aerospace and avionics.
Compeer to magnesium the aluminum composites can use because design strong
bonding, good corrosion resistance, good wet ability, low density and flexibility’s high.
So now a day’s composite place a wider role in engineering application compare with
conventional materials.

Aluminum A-360 Alloy :- Aluminum-Silicon (Al-Si) alloys are most flexible materials,
comprising 85% to 90% of the total aluminum shed parts produced for the automotive
industry. Depending on the Si focus in weight percent (wt. %), the Al-Si alloy systems
drop into three major categories: hypoeutectic (<12% Si), hypereutectic (14-25% Si) and
eutectic (12-13% Si). However, most Al-Si alloys are not suitable for towering
temperature applications because tensile and fatigue strengths are not as high as preferred
in the temperature range of 500 °F - 700 °F. In recent years, the development of diesel

6
and direct fuel injection gasoline engines with lofty specific powers have resulted in a big
performance impact on piston materials due to enlarged combustion pressures and piston
temperatures. Alloy containing greater than eutectic silicon concentrations display low
specific gravity and elevated temperature strength and are often used in applications
requiring a high quantity of wear resistance. While wear resistance is usually linked with
surface hardness resulting from matrix properties and wear resistance in these alloys
results from the presence of large volume fraction of hard primary silicon particles in the
microstructure. Enlargement in the popularity of these alloys has accelerated in recent
years. Hypereutectic aluminum-silicon alloys are relatively more difficult to cast and
machine. Matrix-hardening alloys also provide improved wear resistance.

Silicon carbide [Si C]

Silicon and carbon with chemical formula Si C. Silicon carbide powder has been mass-
produced since 1893 for use as ancoarse. Grains of silicon carbide can be bonded
together by sintering to form very hard ceramics that are widely used in applications
requiring high staying power, such as car brakes, car clutches, grinding wheels, cutting
tools and ceramic dishes in bulletproof vests. Electronic applications of silicon carbide as
light emitting diodes (LEDs) and detectors in early radios were first established around
1907 and today Si C is widely used in high temperature/high-voltage semiconductor
electronics. Single crystals of silicon carbide can be grown by the Lely method; they can
be cut into trinkets known as artificial moissanite. Silicon carbide with high surface area
can be produced from SiO2contained in plant material. Si C particulates can be used as
reinforcement, whiskers or fibers to improve the properties of the composite. When
surrounded in metal matrix a composite Si C certainly improves the overall strength of
the composite also it improves deterioration and wear resistance. Aluminum MMCs
reinforced with Si C particles have up to 20% improvement in lower coefficient of
thermal expansion, yield strength and higher modulus of elasticity than the corresponding
un-reinforced matrix alloy. Sic based composite has high hardness, it can also used in
number of applications such as in cutting tools, jeweler, structural materials, electronic
circuits, automobile parts, nuclear fuel particles, etc. For these reasons and also it is used
in brake discs, aerospace, automotive industry and bicycle frames.

1advantages of Aluminum Matrix Composites Over iron, steel and other non-ferrous
metals are as follows:

 High specific strength

 Higher elevated temperature strength

 Improved wear resistance

 Low density; high strength to weight ratio

7
 Improve damping capabilities

 High specific stiffness

 Tailor able thermal expansion coefficients

 Good corrosion resistance

Conclusion

The above review for the hybrid clutch plate based metal matrix composite leads to the
following conclusions.

 The ordinary clutch plate material has major disadvantages while using so we take a
composite materials for the clutch plate to enhance the clutch plate life.

 Reinforcing Aluminum and its alloys with ceramics particles has shown an
appreciable increase in its mechanical properties.

 Addition of alumina, Si C, B4C etc. particles in aluminum improves the hardness,

tensile strength, yield strength while ductility is decreased.

 In coconut shell the presence of hard element like MgO, SiO2, Fe2O3 and Al2O3, as
major constituents which can be used as particulate reinforcements in MMCs for
automobile applications.

 The coconut shell ash can withstand a temperature of up to 1500oC with a density of
2.05g/cm3. That means this ash can be use in manufacture light weight MMCs
constituent with good thermal resistance

 S0 metal matrix composite is preferable.

Essays, UK . (November 2018). Material Selection For Drive Shaft Engineering

Essay [5]

The drive shaft is a rod used to carry rotational force from the engine to the differential.
We compared three materials for the shaft

 Aluminum alloy
 Stainless steel
 Carbon steel

Aluminum alloy- Aluminum Alloy is a medium to high strength heat treated alloy with
higher strength than 6005A. It is commonly used for heavy-duty structure in the railway
coach, truck frames, shipbuilding, and bridges the military, aerospace applications

8
including helicopter rotor shell, tubes, pylons and towers, transportation, boiler making,
motorboats and rivets.

Grade 6061-T6

It has very good corrosion resistance and excellent weld ability although reduced strength
in the weld zone. It has medium fatigue strength. It has good cold formability in temper
T4, but limited in temper T6. Not suitable for very complex cross parts.

Table 2.1: property of aluminum alloy Grade 6061–T6

Stainless steel: Stainless steel is also known as grades 304 and 304L respectively.
Stainless steel 304 is the most versatile and widely used. Type 304 stainless steel are
austenitic grades can be severely deep drawn. This property has led 304 became the
dominant grade used in applications such as sink and cook.

Grade 304

Type304 stainless steel is an austenitic grade that can be severely deep drawn. This
property has resulted in 304 being the dominant grade used in applications like sinks and
saucepans and has excellent corrosion resistance in many environments and when in
contact with different corrosive media. Pitting and crevice corrosion can occur in
environments containing chloride. Pressure corrosion cracking can occur above 60°C.

9
Table 2.2: property for stainless steel Grade 304

ISO standard BS 970 Grade 304

Tensile Yield strength (Mpa) 520 – 720
Compressive Strength (Mpa) 210
Proof Stress (Mpa) 210
Elongation over 50mm (%) 45
Modulus of Elasticity (Gpa) 193
Density (kg/m3) 7780
Thermal Conductivity (W/mk) 16.2
Melting point (0c) 1450
Electrical Resistivity 0.072

Carbon steel: Steel is a metal alloy consisting mainly of iron and contains 0.2 to 2.1
percent carbon. All steel contains carbon, but the term “carbon steel” applies specifically
to steel containing carbon as the main alloying constituents. Medium carbon steel is
carbon steel that contains between 0.30 and 0.60 percent carbon. It also has a manganese
content of between 0.6 and 1.65 percent. This type of steel provides a good balance
between strength and ductility, and it is common in many kinds of steel parts.

Grade 080M30

It can provide a better combination of toughness, strength and hardness. It also provides a
counterbalance

Weight during for low-oscillation rotary process. Despite its relatively limited corrosion
resistance, carbon steel is used in large tonnages in marine applications, fossil fuel power
and nuclear power plants, transportation, chemical processing, petroleum production and
refining, pipelines, mining, construction and metal - processing equipment.

Table 2.3: Property for Medium Carbon S

ISO standard B 970 08M30

Tensile yield strength(MPa) 550
Ultimate tensile strength(MPa) 930
Hardness(HB) 269
Elongation over 50 mm(%) 16
Young’s Modulus(GPa) 205
Density(Kg/m3) 7820
Thermal conductivity(w/mk) 46.6
Specific heat capacity 0.475
Electrical resitivity 234

10
Final selection of material based on design and material specification

Table 2. 4: Comparison between three selected materials

ISO Elongatio Density(kg/m3 Thermal Electrical Price

standard Tensile n over ) Conductivit Resistivit per
Yield 50mm y (W/mk) y ton
strengt (%) (USD
h )
(Mpa)

Aluminu 310 12 2200 166 0.04 2220

m alloy
AA 6061-
T6
Stainless 520-720 45 7780 16.2 0.072 4450
steel BS
970 grade
304
Carbon 16 16 7820 46.6 234 740
steel
BS970
080M30
Mechanical Engineer S.K Mani,( August 31, 2019), “what is suitable material for a
transmission shaft, and why?”

Plain carbon steel is good enough in 90% of application. The qualities that is required id
good strength and cost effectiveness. The most commonly used is En 8/ASTAM 1040
carbon steel. This is a steel that has a very low sulphur and phosphorous, and contains
0.4% carbon. This helps one to harden it and thereby have high strength. These are
available of the shelf over the counter in a drawn bars or ground bars as a ready to use
material and worldwide availability will be in millions of tons at dirt cheap prices at
almost all diameters. They can be used as shaft without any hassle. Unless circumstances
force you, you never need to go beyond this and this was standardized during world war
and they were used to repair even battle tanks.

11
Designing is an art of creativity and innovation in affordable option and cost. Some
exceptions occur in case of corrosion or extremely complex designs when you go for
additional processes like alloying, forging, and weight restriction like space application.

A drawn bar is manufactured within a tolerance of h-11 and the shafts do not need any
additional machining and can be used as it is as a bearing shaft without any important
modification or machining.

IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-

1684,p-ISSN: 2320-334X, Volume 12, Issue 5 Ver. IV (Sep. - Oct. 2015), PP 82-91
www.iosrjournals.org

Frequently, the operating environment is the single most important consideration for
proper spring material selection. For successful application, material must be compatible
with the environment and withstand effects of temperature and corrosion without an
excessive loss in spring performance. Corrosion and elevated temperatures decrease
spring reliability. The effect of temperature on spring materials is predictable. When
specifying a compression or a tension spring, designers will be aware of the forces and
degree of accuracy required, together with the operational conditions. From this
information, designers must select a material from which a spring can be made. A
maximum permissible stress can then be determined, which, together with the load
requirements, will enable suitable dimensions to be selected.

Tensile strength measures the force required to pull something such as rope, wire, or a
structural beam to the point where it breaks. The tensile strength of a material is the
maximum amount of tensile stress that it can take before failure. An elastic modulus, or
modulus of elasticity, is the mathematical description of an object or substance's tendency
to be deformed elastically (i.e., non-permanently) when a force is applied to it.

The elastic modulus of an object is defined as the slope of its stress–strain curve in the
elastic deformation region. As such, a stiffer material will have a higher elastic modulus.
It defines the ratio of stress and strain. It is a measure of an object's ability to resist
torsion. It is required to calculate the twist of an object subjected to a torque. It is
analogous to the area moment of inertia, which characterizes an object's ability to resist
bending and is required to calculate displacement. The larger the modulus in torsion, the
less the beam will twist, when subjected to a given torque. In between which temperature
the materials can work without any kind of change of stage and can give the maximum
efficiency. Larger the value of Maximum operating temperature the material can
withstand that much temperature. Hardness is the measure of how resistant solid matter is
to various kinds of permanent shape change when a force is applied. The Rockwell scale
is a hardness scale based on the indentation hardness of a material. The Rockwell test

12
determines the hardness by measuring the depth of penetration of an indenter under a
large load compared to the penetration made by a preload.

Table 2.5 Decision matrix for spring material selection problem

Alternative B1 B2 B3 B4 B5 B6 B7 B8
s
A1 2168.5 207 45 79.3 121 50.5 7.85 35
A2 1310 128 45 48.3 204 38.5 8.26 33
A3 1241 179 40 65.5 288 29 8.44 55
A4 1844.5 207 45 79.3 245 51.5 7.85 30
A5 1551.5 193 35 69 288 40 7.92 15
A6 1379 214 40 75.8 371 40 8.47 45
A7 1241 200 35 71.7 510 38.5 7.92 32

Table 2.6 Criteria for spring material selection

Properties of Spring Material Symbols

Tensile Strength (M Pa) B1
Modulus of Elasticity (G Pa) B2
Design Stress percentage Min. Tensile (%) B3
Modulus in Torsion (G Pa) B4
Max. Operating Temp (˚C B5
Rockwell Hardness (HRC) B6
Density (gm/cc) B7
Material Cost ($/Kg. B8

Table 2.7 Spring materials

Materials Symbols
High Carbon Steel (ASTM A 228) A1
Beryllium Copper Alloy (ASTM B 197) A2
Monel K500 A3
Chrome Silicon Alloy Steel (ASTM A 401) A4
Stainless Steel (AISI 304) A5

13
Inconel 600 A6
Nickel Alloy(ASTM A 286 A7

Table 2.8 Normalized decision matrix for spring material selection proble

Alternatives B1 B2 B3 B4 B5 B6 B7 B8
Materials
A1 1.00 0.9186 1.00 1.00 0.0 0.9556 1.00 0.5
A2 0.0744 0.00 1,00 0.00 0.2134 0.4222 0.3387 0.55
A3 0.00 0.593 0.5 0.5548 0.4283 0.00 0.0484 0.00
A4 0.6507 0.9186 1.00 1.00 0.3188 1.00 1.00 0.625
A5 0.3348 0.7558 0.00 0.6677 0.4293 0.8871 0.8871 1.00
A6 0.1488 1.00 0.5 0.8875 0.6427 0.00 0.00 0.25
A7 0.00 0.8372 0.00 0.7548 1.00 0.8871 0.8871 0.575

Table 2.9 leaving and entering flows for different spring material

Alternative Leaving (Positive) flow Entering (Negative) flow

A1 0.4119 0.0128
A2 0.0683 0.4186
A3 0.0442 0.4622
A4 0.4385 0.0050
A5 0.1264 0.1754
A6 0.1264 0.1211
A7 0.1139 0.1800

Table 2.10 Net outranking flow values & corresponding ranking for different spring material

Alternatives Net outranking flow Ranking

A1 2.3992 2
A2 1.6497 6
A3 1.5821 7
A4 2.4335 1
A5 1.9510 4
A6 1.9934 3

14
A7 1.9934 5
.

CONCLUSION

Now, after arranging the spring material alternative in descending order of their net
outranking flow values, ranking of different spring material alternatives are also given in
Table 7. It is observed that Chrome Silicon Alloy Steel (ASTM A 401) is the most
appropriate choice as a spring material. High Carbon Steel (ASTM A 228) and Inconel
600 may also be used as a spring materials because of these materials obtain second and
third ranks. Monel K500 is a worst material for spring.

IOSR Journal of Dental and Medical Sciences (IOSR-JDMS) e-ISSN: 2279-0853, p-

ISSN: 2279-0861.Volume 13, Issue 5 Ver. VI. (May. 2014), PP 76-78
www.iosrjournals.org .

Material selection for the pressure plate is done based on the literature review as follow.

Table 2.11 Chemical Properties Of En- Gjs-400- Steel

SL.NO ELEMENT TYPICAL

1 CARBON 3.25-3.70
2 SILICON 2.40-3.00
3 MAGANESE 0.10-0.30
4 SULPHUR 0.015-0.08
5 PHOSPHOROUS 0.04-0.07
6 ALLOY RESIDUAL

Table.2.12 Mechanical Properties of En- Gjs-400- Steel

SL.NO PROPERTIES EN-15 STEEL

1 TENSILE STRENGTH 400
2 BRINELL HARDNESS 130-180[10mmDIA BALL
3000KG]
3 YOUNGS MODULUS 210000
(MPa)
4 POISSION RATIO 0.3
5 DENSITY (KG/M3) 7850

15
Conclusion

Maximum deformation in mm (pressure plate) After analyzing the materials, it is found

out von misses stress in M Pa (overall component) that the suitability of EN GJS-400-15
steel for the production of clutch plate is better than Grey Cast Iron(FG300) . En 15 steel
reduces the Stress on the support link is 167.911 M Pa, where as the yield stress of
FG300 is 181.033, so the life of the material should be high. Stress on the pressure plate
is reduced to 46.937 M Pa, whereas stress on grey cast iron is 52.145 M Pa .

Pulkit Purohit and M. Ramachandran, (December,2015), “Indian Journal of

Science and Technology”, Vol 8(33).

For the design of flywheel as per the priority five top most material was chosen , the
materials are Carbon steel 10657, Alloy steel AISI 43408, Maraging steel 18ni9, Alloy
steel AISI E931010 and Stainless steel11. As per the decision makers, the following
properties were chosen, they are Density, hardness, young’s modulus, bulk modulus and
poison’s ratio. The Table 1 shows the properties of all the materials which were chosen
for designing of the flywheel.

Table 2.13 Materials and properties

SI.no Materials Density Hardness Young’s Bulk Poisson’s

modulus Modulus ratio
1 Carbon 7.85 187 210GPa 140 GPa 0.27 - 0.3
steel 1065 g/cm3
2 Alloy steel 7.85 217 196GPa 140GPa 0.27 - 0.3
AISI 4340 g/cm3
3 Maraging 8.1 g/cm3 290 210GPa 160GPa 0.3
steel 18NI
4 Alloy steel 7.85 241 190GPa 140GPa 0.27 – 0.3
AISI g/cm3
E9310
5 Stainless 7.75 219 190GPa 134GPa 0.26 –
steel g/cm3 0.27

Conclusion

finally based on the above table Maraging 350 Steel is to be best among all other
materials.

Karim Nice, (11 October 2000)"How Bearings Work", HowStuffWorks.com

Types of Bearings

16
There are many types of bearings, each used for different purposes. These include ball
bearings, roller bearings, ball thrust bearings, roller thrust bearings and tapered roller
thrust bearings.

Ball Bearings

Ball bearings, as shown below, are probably the most common type of bearing. They are
found in everything from inline skates to hard drives. These bearings can handle both
radial and thrust loads, and are usually found in applications where the load is relatively
small.

In a ball bearing, the load is transmitted from the outer race to the ball and from the ball
to the inner race. Since the ball is a sphere, it only contacts the inner and outer race at a
very small point, which helps it spin very smoothly. But it also means that there is not
very much contact area holding that load, so if the bearing is overloaded, the balls can
deform or squish, ruining the bearing.

Roller Bearings

Roller bearings like the one illustrated below are used in applications like conveyer belt
rollers, where they must hold heavy radial loads. In these bearings, the roller is a
cylinder, so the contact between the inner and outer race is not a point but a line. This
spreads the load out over a larger area, allowing the bearing to handle much greater loads
than a ball bearing. However, this type of bearing is not designed to handle much thrust
loading.

A variation of this type of bearing, called a needle bearing, uses cylinders with a very
small diameter. This allows the bearing to fit into tight places.

Ball Thrust Bearing

Ball thrust bearings like the one shown below are mostly used for low-speed applications
and cannot handle much radial load. Barstools and Lazy Susan turntables use this type of
bearing. Ball thrust bearing.

Roller Thrust Bearing

Roller thrust bearings like the one illustrated below can support large thrust loads. They
are often found in gears like car transmissions between gears , and between the housing
and the rotating shafts. The helical gears used in most transmissions have angled teeth --
this causes a thrust load that must be supported by a bearing.

17
Tapered Roller Bearings

Tapered roller bearings can support large radial and large thrust loads. Tapered roller
bearings are used in car hubs, where they are usually mounted in pairs facing opposite
directions so that they can handle thrust in both directions. Some of the flywheels run at
speeds in excess of 50,000 revolutions per minute (rpm).

Normal bearings with rollers or balls would melt down or explode at these speeds. The
magnetic bearing has no moving parts, so it can handle these incredible speeds.

Giant Roller Bearings

Probably the first use of a bearing was back when the Egyptians were building the
pyramids. They put round logs under the heavy stones so that they could roll them to the
building site. This method is still used today when large, very heavy objects like the Cape
Hatteras lighthouse need to be moved.

Peter stanlery Ell Ellsee , (September 19, 2018) b s Mechanical Engineering,

Unveristy of North Texas. states that:-

 Most everything :ball bearing

 Most automotive wheels: tapered roller bearing
 Train car: babbitt bushings
 Shopping cart: plain steel axle, phenolic bushings
Conclusions

From the above definations the suitable bearing for automotive bearing is tapered roller
bearing.

Hiroshi yamagata , (2005), ”in The Science and Technology of Materials in

Automotive Engines”

The steel alloys typically used in high strength crankshafts have been selected for what
each designer perceives as the most desirable combination of properties. Medium-
carbon steel alloys are composed of predominantly the element iron, and contain a
small percentage of carbon (0.25% to 0.45%, described as "25 to 45 points" of carbon),
along with combinations of several alloying elements, the mix of which has been
carefully designed in order to produce specific qualities in the target alloy, including
harden ability, nitride ability surface and core hardness, ultimate tensile strength, yield
strength, endurance limit (fatigue strength), ductility, impact resistance, corrosion
resistance, and temper-embrittlent resistance. The alloying elements typically used in
these carbon steels are manganese, chromium, molybdenum, nickel, silicon, cobalt,
vanadium, and sometimes aluminum and titanium. Each of those elements adds specific

18
properties in a given material. The carbon content is the main determinant of the
ultimate strength and hardness to which such an alloy can be heat treated.

The crankshaft converts reciprocate motion to rotational motion. It contains counter

weights to smoothen the engine revolutions. There are two types of crankshaft, the
monolithic type used for multi-cylinder engines, and the assembled type fabricated
from separate elements, which is mainly used for motorcycles. The type of crankshaft
determines what kind of connecting rods are used, and the possible combinations of
crankshafts and connecting rods and their applications are listed in the following tables.

Crank shaft type Con-rod type Engine

Monolithic Assembly Multi-cylinder four- stroke
engine out board marine
engine
Assembly Monolithic Single-or twin-cylinder four
stroke engine, two stroke
engine

Conclusion

from the above whole discussion that assembly type crank shaft is best for single plate
clutches.

2.1.1 WORKING PRINCIPLE

Before talking about the working principle of the clutch(single plate clutch disc),
more clear stating the location of clutch in the system or machine, in our case
vehicle. As we know a vehicle have an engine that start the ignition to the system,
the output torque result in the clutch to transmit the power and motion to the next
part, transmission box. So the importance of clutch is engaging & disengaging the
motion from input to output.
The outer side of the engine there is a flywheel, that a part of clutch. The flywheel is
mounted on the crankshaft, and mechanical clutches by using computer
modellingrotates with it. The pressure plate is fixed on the and numerical method is
developed. This work flywheel through the pressure plate is fixed on the contains
stress analysis of single plate clutch of flywheel through the clutch springs. The plate
the automobile, in which the stresses and forces rotates freely on the clutch shaft. It
can also be developed in the clutch is tried to reduce with the moved axially along
the clutch shaft. The axial help of software approach. The detail study of movement
of the pressure plate is effected by clutch and modelling of clutch is done in pro-e
19
pressing the clutch pedal. The shaft rests and rotates freely in the pilot bearing. Also
in this work efficient and reliable housed at the centre of the flywheel.
The clutch plate consists of two sets of facings of properly operated; it prevents
jerky motion of the friction material mounted on steel cushion springs.
The facing and the waves cushion spring are riveted to a spring base disc and spring
retainer plate. The waves of the cushion springs compress slightly as the clutch
engages and thus provide some cushioning effect. The base disc and the spring
retainer plate are slotted for inserting the torsion springs. These torsion springs
contact the hub flags that fits between the spring retainer plate and the disc. The
principle of this device is that the driven shaft but left free rotational thereon and is
connected through a number of small spring's blocks. As such, these torsion spring
serve to transmit the twisting force applied to the facings, to the splines hub. The
spring action serves to reduce tensions vibrations and shocks between the engine
and the transmission during clutch operation. By this arrangement, certain tensions
vibrations of the crankshaft that have given rise to noise in the gear box are damped
out and noise is eliminated.
When the clutch gets engaged, the facing and the plates rotate with respect to the
hub to the limit of the compression of the torsion springs or to the limit of the
spring stops. When the cloth is engaged, the pressure on the facing compresses the
cushion springs sufficiently to cause the unit to decrease in thickness by 1.0 to 1.5
mm. This construction helps clutch engagement to be smooth and chatter less.

20
 Fi
gure 2.1single plate clutch

Summary of Literature Review

Based on the above literature we reviewed, that as metal matrix composite is suitable for
clutch (disc) plate. For the designing shaft aluminum alloy is preferable. Chrome silicon
alloy steel (ASTM A401) is used for design spring. For Pressure plate it is advisable that
to use EN GJS-400-15 steel. maraging 350 steel is best material for fly wheel. Taper
roller is best bearing to use in designing single plate clutch. The assembly type crank
shaft is best in single plate clutch. .the material of key is the same as the material of
shaft materials .

21
 CHAPTER THREE

GEOMETRIC ANALYSIS
The given parameters for this design of single plate clutches are the following:

Design of power transmission

Specification of clutch

Types of clutch Power(kw) N(R.P.M) Application

Single plate 50 2000 Automotive vehicle

3.1 Methodology

single plate
clutch

presure
disc(plate) hub key flywheeel spring
plate

at uniform at uiform
wear presure

22
3.2 Design of Disc (clutch) plate

Figure 3.1disc clutch

Deriving power= 50 k w @ 2000rpm

Driving torque = 238 Nm @ 2000 rpm

60∗P
T= =238.7≈238Nm
2∗3.14∗N

1 At uniform pressure

We have number friction plate (n) = 2

Inner radius (r 2) =200mm

Outer radius (r 1) =230mm

Coefficient of friction (μ) =0.3

2∗(r 13 −r 23) 2∗(2303−2003 )

Mean radius R = = = 215.35 mm
3∗(r 12−r 22) 3∗(2302−200 2)

T =n μ W R

W1 =
T 238∗103 N mm
== =1841.96 N
nμR 2∗0.3∗215.35

W 1841.96 N
Pmax = 2 2 = 2 2 = 0.04545 N/mm
2
π (r 1 −r 2 ) π (230 −200 )

2 At uniform wear

23
 r 1+¿ r 230+200
R= 2
¿ = = 215mm
2 2

W2 =
T 238∗103 N mm
== = 1844.96N
nμR 2∗0.3∗215 mm

W 1844.96 N
C= = = 9.78 N/mm
2 π ¿ ¿ 2 π (230−200)

c 9.78 N /mm
Pmax = = =0. 0489 N/mm2
r2 200 mm

c 9.78
Pmin= = = 0.0425 N/mm2
r 1 230

Diameter of shaft for clutch

d s =diameterof the shaft

Where, n= 2 , factor of safety

𝛿=yield strength (310N/mm2)

δ
τ max= =310/2*2=77.5 N /mm
2∗n

π 3 16 T 3 16∗238∗103 Nmm
T= τ d= =d s=
16 max 3 π τ max π∗77.5

d s =25 mm

3.3 Design of Hub for shaft clutch

Figure 3.2 hub

24
Design of hub for clutch shaft the diameter of the hub is twice of the diameter of shaft and
the length is equal to 2 to 2.5 times the diameter of the shaft and the width of the rim is equal to
the diameter of the shaft. (Gupta, Kurrmi page 803)

 d=2d s=2∗25=50 mm…………………………….. d= diameter of hub

 l=length of hub=2.5∗25=62.5 mm ≈ 63 mm
 Width of rim is equal to the length of hub = 63mm
3.4 Design of key for shaft clutch
A standard rectangular sun key is used for shaft and hub.

The length of key is obtained by considering the failure of the key in shivery.

l∗w∗τ max∗d s
T max=
2
τ max=¿ shear on key moment
l=¿ length of key
d s =¿ Diameter of shaft

From table 13.1(machine design by Gupta and Kurmi page 472)

Standard dimensions of rectangle sun key for shaft of diameter (25mm)

Thickness and width of the key is calculated Using iteration method .

Width of key W = 9mm

Thickness of key t = 7.5mm

L∗W ∗τ max∗d s
T max= we have τ max= 77.5Mpa for Alloy steel.
2

T∗2 2∗238∗103
L= = =27.29 mm≈ 27.3 mm
W τ max d s 9∗77.5∗25

- Face width of the friction lining (b)

Mean radius of R=215.35mm

N
Intensity of pressure = 0.04545
mm2

So we know that area of friction face A = 2π * R * b

Normal or axial force acting on the friction face. W 1= A∗p=2 πRb∗p

25
 N
We have 1841.96 N = 2π* 215.35 * b * 0.04545
mm2

1841.96 N
b¿ =29.95 mm ≈ 30 mm
2 π∗215∗b∗0.04545
3.5 Design of spring for clutch
We use chrome silicon (ASTM A 401) alloy for spring with the following parameters

δ
Maximum shear stress, τ max= =1844.5/2*2=461 N/ mm2
2∗n

Modules of rigidity (G) = 79.3×103N/ mm2

1. mean diameter of the spring coil

D 5d
T =W 2 x =1844.96 x =4612d
2 2

π π
T= x τ max x d 3 = x 461 x d 3 =90.5d 3
16 16

4612d=90.5 d 3

d 2 = 50.96

d = 7.138≈ 7.5 mm

Mean diameter of spring (D) =5 x d =5 x 7.5 = 37.5 mm

Outer diameterof spring coil ( Do ) =D +d = 37.5+7.5 =45mm

Inner diameterof spring coil ¿ ¿) = D-d = 37.5-7.5 =30mm

2. Number of turns of spring coil

n0 =¿Number of spring, (4)

n s =number of turn

It is given that the axial deflection (δ) for the load rang from 1841.96N to 1844.96N

i.e. for W =500N the δ is 6mm)

3 ¿ 8∗500∗53 n s
So , δ =8 W ∗C n s= ¿
Gd 7.5∗79.3∗103

26
n s = 7.137 ≈7

For squared & ground ends the total number of turns (n’) = n s +2 =7+ 2 =9

3. Free length of the spring

Since the compression produces under 500N is 6mm there for the maximum compression
produced under the maximum load f 1844.96N

6
δ max= *1844.96N =22.139 mm
500

We know that free length of the spring

Lf = n’ d+δ max +0.15 δ max =9*7.5 + 22.139+0.15×22.139 =92.95mm

4. pitch of the coil

Lf 92.95
We know that pitch of the coli = = =11.6mm
n −1 9−1
'

5. Spring stiffness

F = KX, where X= δ max&F=w 2

F 1844.96
K= = =83.3
δ max 22.139

Total stiffness = K T =k * no, of spring

= K T = = 83.3 * 4 = 333.34N/m where k stiffness on each spring

27
3.6 Design of pressure plate

Figure 3.3 pressure plate

Outer radius of friction face r1 = 150 mm
Inner radius of friction face r2 = 95 mm

28
By Uniform Pressure Theory
Mean Effective Radius 2/3 X (r1³- r2³/r1² – r2²)
2
x [1503_ 953] /[1502-952] =124mm
3

Force For analyzing stress on pressure plate, the given torque is applied as Force on friction disc,
R = 124 mm
No. of contact surface, n = 2

Torque (T) = n µ W R, T=238Nm

But = F*R

Here F= T/R=238*103Nmm/124mm
F= 1919.35N
AXIAL THRUST
Torque (T) = 238000 N-mm specification)
Torque (T) = n µ W R

238000Nmm = 2x0.3xWx124mm
W = 3189.92 N

3.7 Design of fly wheel

Goals of general design is to determinate geometric parameters of flywheel depending

upon the limiting factor, a very large number of conditions and factors must be
considered ,such as general configuration of flywheel energy storage device, the stored
energy, operation speed, ω, σMaximum outer radius.

1. Stress analysis

Show that the metallic hub (or steel flywheel) can be divided into spoke and metal rim.
They become of uniform thickness rotating disk. The stress at a point in the disk is three
stress states: the radial stress σr tangential stress σθ, and axial stress σz. Because the
surface of the disk is a free surface in the z direction, σz=0. For an isotropic material the
radial and tangential stress are calculate based the given criteria’s which based on our
literature review material selection for flywheel it is clear that maraging steel alloy,it has

29
diametrial behavior it is given that fir inner d 1=0.38m∧for outer d 2= 0.42m,μ=0.3,
8.1 g
ρ= =8100 Kg/m3 for maraging steel alloy
cm 3
2π N
r=190mm and R=210mm r=,r i= √ Rr=r i= √ 210 ×190=199mm and ,ω= =209rad/s
60

3+ μ 2 2 2 R2 r 2 2
σ r= ρ ω (R + r − 2 −r i )
8 ri

3+0.3
σ r= 8100∗2092 ¿, σ r=¿ 58379.66N/m 2
8

2 2
3+ μ 2 2 2 R r 1+3 μ 2
σθ= ρ ω (R +r + 2 − r )
8 ri 3+ μ i
2
2∗0.19
3+ 0.3 2 2 2 0.21 1+3∗0.3
σθ= 8100∗209 (0.21 +0.19 + 2
− 0.1992) ,
8 0.199 3+ 0.3

σ θ =14244735.62 N /m2

where r and R are the inner and outer radius of the disk, μ is the poison’s ratio, ρ is the
material density, ω is the angular velocity, and ri is radius of the ith point.

2 Failure criteria selection

This states that failure occurs when the maximum shear stress in the component
being designed equals the maximum shear stress in a uniaxial tensile test at the
yield stress. Where σ1 and σ3 are the maximum and minimum principal stresses,[σ]
is the safe yield stress.
σ 1−¿ σ ≤[ σ ]¿
3

1. maximum outer radius calculate

3+ μ
σ rmax= ρ ω 2( R−r )2
8
3+0.3
σ rmax= 8100∗2092 (0.21−0.19)2,σ rmax=58379.6 N/m 2
8

3+ μ 1−μ 2
σ θmax = ρ ω 2(R 2+ r)
8 3+ μ
30
 3+0.3 1−0.3
σ θmax = 8100∗2092 (0.212 + 0.192),σ θmax =13990330.87 N/m 2
8 3+0.3

CHAPTER FOUR
RESULT AND DISCUSSION
4.1 RESULT
 Design of disc(clutch) plate

The result we come up with:

Deriving power= 50 k w @ 2000 rpm

Driving torque = 238 Nm @ 2000 rpm

At uniform pressure

Mean radius R = 215.35 mm

From, T =n μ W R

W =1841.96N

Pmax = 0.04545 N/mm2

At uniform wear

R= 215mm

W = 1844.96N

C = 9.78N/mm

Pmax =0.0489 N/mm2

Pmin = 0.0425N/mm2

Diameter of the shaft: d s =25 mm

 Design of Hub for the clutch shaft

31
Diameter of the hub: d=2d s=2 x 25=50 mm

Length of the Hub: l=2.5 x ds=62.5 ≈ 63 mm

Width of rim is equal to the length of hub: W = 63mm

 Design of key for the clutch shaft

Length of the key L=27.3 mm
Width of the key w=9mm
Thickness of the key t=7.5mm
Face width of the friction lining: b = 29.95≈30 mm

 Design of spring for the clutch

N
τ max=461
mm2
Mean diameter of spring (D) = 37.5 mm

Outer diameterof spring coil ( Do ) =45mm

Inner diameter of spring coil ¿ ¿) = 30mm

Number of turns of spring coil: n s = 7.137 ≈ 7

For squared & ground ends the total number of turns (n’) n’ =9

Free length of the spring: Lf = 92.95mm

Pitch of the coil: P = 11.6mm

Spring stiffness: K = 333.36KN/m

 Design of pressure plate

Mean effective radius R=124mm
Force on the plate F=1919.35N
Axial thrust W=3189.92N

 Design of flywheel
Radial Stress on the flywheel σ r=¿ 58379.66N/m 2
Tangential stress on the flywheel σ θ =14244735.62 N/m 2
Maximum Radial Stress on the flywheel σ rmax=58379.66 N/m 2
Maximum tangential Stress on the flywheelσ θmax =13990330.8766N/m 2
4.2 Discussion

32
 We stated that based on the failure theory the design is to be safe which is not failed
based the calculated stress is to be less that of ultimate stress .the material selection is
considering the property of material which matches the calculated result need to be
safe.

CHAPTER FIVE

5. Conclusion and Recommendation

5.1 Conclusion
In this project we have discussed about manual transmission system
clutch specially on single plate clutch we have designed, calculated and
selected the fundamental parts of the disc clutch, fly wheel, pressure
plate, key, and bearing needed for them. We analyzed and suggested
accordingly at the end of the design its checked and proved safe.

33
 5. 2 Recommendation
Finall, we would like to suggest that extending this project in detail and
further analysis can be made in software like ANSIS to know the most
vulnerable parts of the design.

34
 Reference
1, ^ R.S khurmi and J.K Gubta (2005). A textbook of machine design (14th ed)

2, ^ Essays , UK. (November 2018). Material Selection For Drive Shaft Engineering
Essay. Retrieved from https://www.ukessays.com/essays/engineering/material-selection-
fordrive-shaft-engineering-essay.php?vref=1

3, ^ http://kartclutches.com/faq/a-brief -history of engine crank shaft clutches/

4, ^G.Kannan, K.Krishnamoorthy, K.Lloheswaran (2016) “Department of Mechanical

Engineering Collage”,Tamilnadu , India

5. ^Mechanical Engineer S.K Mani,( August 31, 2019), “what is suitable material for a
transmission shaft, and why?”

6. ^ IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-

1684,p-ISSN: 2320-334X, Volume 12, Issue 5 Ver. IV (Sep. - Oct. 2015), PP 82-91
www.iosrjournals.org

7. ^ Pulkit Purohit and M. Ramachandran, (December,2015), “Indian Journal of Science

and Technology”, Vol 8(33).

8. ^ Karim Nice, (11 October 2000)"How Bearings Work", HowStuffWorks.com

Types of Bearings.

9. ^ Peter Stanley Ell Ellsee, (September 19, 2018) b s Mechanical Engineering,

University of North Texas

10. ^ Hiroshi yamagata , (2005), ”in The Science and Technology of Materials in
Automotive Engines”

35
36