International Journal of Mechanical Engineering and Technology (IJMET) Volume 9, Issue 3, March 2018, pp. 611 618, Article ID: IJMET_09_03_063 Available online at http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=9&itype=3 ISSN Print: 0976-6340 and ISSN Online: 0976-6359 IAEME Publication Scopus Indexed STRESS AND THERMAL ANALYSIS OF CLUTCH PLATE Udit Singhal, Rakshit Kumar and Ghogare Shubham Shursen B.Tech Students, Department of Mechanical Engineering, Vellore Institute of Technology, Vellore, T.N, India Baskar P Assistant Professor, Department of Mechanical Engineering, Vellore Institute of Technology, Vellore, T.N, India ABSTRACT The clutch is one of the main components in any automobile. The engine power is transmitted to the system through the clutch. The failure of this critical component during service can deter the whole application. The Finite Element Analysis is one of the means for non-destructive analysis which is used to analyse the clutch plate. The results from the FEA are accurate and hence, used worldwide for design and research engineers. For this study, an efficient and reliable analysis technique for the design of the mechanical clutch plates is used by using ansys 16.0 and mathematical calculations for analysis. This work contains stress and thermal analysis of three different design variants of single plate friction clutch plate of the automobile (Tata Super Ace). The modelling of clutch plate is done in SolidWorks software and the analysis is done in ANSYS software and the results of the three variants are compared. Keywords: Clutch, Finite Element Analysis, Thermal Analysis, SolidWorks, ANSYS. Cite this Article: Udit Singhal, Rakshit Kumar, Ghogare Shubham Shursen and Baskar P, Stress and Thermal Analysis of Clutch Plate, International Journal of Mechanical Engineering and Technology, 9(3), 2018, pp. 611 618. http://www.iaeme.com/ijmet/issues.asp?jtype=ijmet&vtype=9&itype=3 1. INTRODUCTION Clutch is a device used in the transmission system of a vehicle to engage as well as disengage the transmission system from the engine. Therefore, it is located between the engine and the transmission system. In a vehicle, the clutch is always in the engaged position. The clutch is disengaged while starting the engine, or 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. 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 allows the gradual taking up of the load, when it http://www.iaeme.com/ijmet/index.asp 611 editor@iaeme.com
Stress and Thermal Analysis of Clutch Plate is being properly operated, prevents the tremulous motion of the vehicle and hence, avoids putting undue strain on the remaining parts of the power transmission. 2. SINGLE PLATE FRICTION CLUTCH The parts of single plate clutch can be seen in the figure below. One clutch plate is placed on the splines of the clutch shaft. This clutch is the most commonly used. The flywheel is installed on the crankshaft and rotates with it. The pressure plate is set on the flywheel via the clutch springs. The plate rotates freely on the clutch shaft. Axial movement of the plate along the clutch shaft is possible as well. Pressing of the clutch pedal affects the axial movement of the pressure plate. The shaft of the clutch is attached to the bearing at the end which can rotate freely with the help of flywheel. Figure 1 Typical arrangement of a single plate clutch The facings and the waved cushion springs are riveted to a spring base disc and spring retainer plate. As the clutch engages the cushioning springs compresses hence protecting the plate from the sudden jerks and shocks. The principle of this device is that the driven plate is not rigidly connected to the hub of the driven shaft but left free rotationally there on and is connected through a number of small spring s blocks The spring action serves to reduce tensional vibrations and shocks between the engine and the transmission during clutch operation. By this arrangement, certain tensional vibrations of the crankshaft that have given rise to noise in the gear box are damped out and noise is eliminated. 3. CLUTCH PLATE The clutch plate has a friction lining that allows it to transfer torque. It sits next to the fly wheel, which is connected to the drive shaft permanently. That means the flywheel immediately starts to spin as soon as the engine is turned on and the motor turns the crankshaft. When this happens in a manual transmission, the clutch must be disengaged. That is, it is pulled back from the flywheel, so it can spin without engaging the wheels. 4. FINITE ELEMENT ANALYSIS (FEA) Finite element analysis (FEA) is an artificial method for predicting how a product would react to real-world forces, vibration, heat, fluid flow and many other physical effects. Finite element analysis shows whether a product will break, wear out or work the way it was designed, it is called analysis, but in the product development process, it is used to predict what's going to happen when the product is used. http://www.iaeme.com/ijmet/index.asp 612 editor@iaeme.com
Udit Singhal, Rakshit Kumar, Ghogare Shubham Shursen and Baskar P 5. SPECIFICATIONS OF THE VEHICLE Model: TATA Super Ace Maximum Power, P max = 51.5 kw at N =4800 RPM Maximum Torque, τ = 124 N-m at N = 2800 RPM Capacity: 1405cc 6. MODELLING OF CLUTCH PLATES AND FRICTION FACING 6.1. Design Parameters Clutch Plate Outer Diameter, D o = 180mm Inner Diameter, D i = 45mm Thickness = 2mm Friction Lining Outer Diameter, D o = 180mm Inner Diameter, D i = 125mm Thickness = 3mm Figure 2 designs of clutch plates and friction lining Table 1 Material and Their Properties Type Clutch base plate Clutch plate lining Material Structural Steel Kevlar Aramide Fibre 49 Properties Density 7850 1440 Young s Modulus 2 1011 Pa 1.12 1011 Pa Poisson s Ratio 0.3 0.36 Bulk Modulus 1.667 1011 Pa 1.333 1011 Pa Shear Modulus 7.6923 1010 Pa 4.1176 1010 Pa Specific heat Capacity 434 J kg^-1 C^-1 1420 J kg^-1 C^-1 Isotropic Thermal Conductivity 60.5 W m^-1 C^-1 0.04 W m^-1 C^-1 http://www.iaeme.com/ijmet/index.asp 613 editor@iaeme.com
Stress and Thermal Analysis of Clutch Plate 7. STRESS ANALYSIS 7.1. Total Deformation Figure 3 Plate 1 Figure 4 Plate 2 7.2. Factor of Safety Figure 5 Plate 3 Figure 6 Plate 1 Figure 7 Plate 2 http://www.iaeme.com/ijmet/index.asp 614 editor@iaeme.com
Udit Singhal, Rakshit Kumar, Ghogare Shubham Shursen and Baskar P 8. THERMAL ANALYSIS 8.1. Temperature Distribution Figure 8 Plate 3 Figure 9 Plate 1 Figure 10 Plate 2 Figure 11 Plate 3 http://www.iaeme.com/ijmet/index.asp 615 editor@iaeme.com
Stress and Thermal Analysis of Clutch Plate 9. RESULTS AND DISCUSSION 9.1. Total Deformation Figure 12 Plate 1 Figure 13 Plate 2 Figure 14 Plate 3 The maximum total deformation in the three clutch plates vary little, highest being in the first plate while least being in the third plate. It may be associated with the fact that the material for all the clutch plates is same. Design has very small impact to cause deformation. 9.2. Factor of Safety Figure 15 Plate 1 Figure 16 Plate 2 http://www.iaeme.com/ijmet/index.asp 616 editor@iaeme.com
Udit Singhal, Rakshit Kumar, Ghogare Shubham Shursen and Baskar P Figure 17 Plate 3 Again, the difference in the factos of safety of the three clutch plates is very less, highest being in the third and lowest being in the first plate. Design, also, doesn t affect the factor of safety significantly. However, despite small differences, the best clutch plate is the third clutch plate. 9.3. Temperature Distribution Figure 18 Plate 1 Figure 19 Plate 2 Figure 20 Plate 3 Upon observing the graphs of highest temperature obtained by each clutch plate, it is noted that the second clutch plate has minimum of highest temperature obtained. It can be said that heat dissipation is best in second plate. It is due to the higher surface availability in the second plate as compared to the other two plates. http://www.iaeme.com/ijmet/index.asp 617 editor@iaeme.com
Stress and Thermal Analysis of Clutch Plate 10. CONCLUSION After completion of stress and thermal analysis in ANSYS 16.0, it can be clearly seen that the values of equivalent stresses for material loading conditions are less than the allowable stresses for the designs under study. Under these loading conditions, none of the parts is going to yield and hence, the design is safe. While the factors of safety for the three design variants do not vary much, the highest factor of safety is of 3 rd design variant. And as for maximum temperature reached, it is found to be minimum for 2 nd design variant while the 1 st design is having very high maximum temperature than the other two designs. The results occurred are quite favourable to what were expected. The stress, deformation and temperature clear the idea about what parameter should have been taken into account while defining the single plate friction clutch. REFERENCES [1] Theory of Machines by J. S. Brar, R. K. Bansal 253-255. [2] May Thin Gyan, Hla Min Htun, Htay Htay Win Ijsetr Design and Structural Analysis of Single Plate Clutch" ISSN 2319-8885 Vol.03,(Issue.10) [3] Structural and Thermal Analysis of a Single Plate Dry Friction Clutch Using Finite Element Method (Fem) IDL - International Digital Library of Technology & Research Volume 1, (Issue 5), May 2017, http://www.dbpublications.org/technology&research/files/tr_00068.pdf [4] Analysis of Friction Clutch plate using FEA International Journal of Engineering Research and Development e-issn: 2278-067X, p-issn: 2278-800X, www.ijerd.com Volume 6, (Issue 2), March 2013, PP. 81-87. http://www.ijerd.com/paper/vol6- issue2/s%20pdf/l06028187.pdf [5] https://en.wikipedia.org/wiki/clutch [6] https://www.autodesk.in/solutions/finite-element-analysis http://www.iaeme.com/ijmet/index.asp 618 editor@iaeme.com