Contents

2. INTRODUCTION ............................................................................................ 4
2.1 MECHANICAL MODEL ........................................................................... 4
2.2 FRICTION CLUTCHES ........................................................................... 4
2.3 FRICTIONAL CONTACT AXIAL OR DISC CLUTCHES......................... 5
2.4 METHOD OF ANALYSIS ........................................................................ 6
2.4.1 UNIFORM PRESSUREANDWEAR ................................................... 6
2.4.2 UNIFORM WEAR CONDITION ......................................................... 7
2.5 SINGLE PLATE DRY CLUTCH –AUTOMOTIVE APPLICATION .......... 8
2.6 OPERATIONOFCLUTCH ....................................................................... 9
4. DESIGNFLOWCHART ............................................................................... 13
5. PRIMARYDESIGN ..................................................................................... 14
5.1 DESIGNOFCLUTCH ................................................................................. 14
5.2 CLUTCH SPECIFICATIONS ..................................................................... 15
6. SECONDARYDESIGN.................................................................................... 15
6.1 DESIGNOFSPRINGS ............................................................................... 15
6.1.1 SPRINGSPECIFICATIONS: ................................................................... 18
6.2 DESIGNOFSPLINES ................................................................................. 18
6.2.1 DESIGN AGAINST LENGTHOFHUB .................................................. 18
6.2.2 DESIGN AGAINSTPERMISSIBLEPRESSURE .................................. 19
6.2.4SPLINE SPECIFICATIONS ................................................................. 20
6.3 DESIGNOFRIVETS ................................................................................... 21
6.3.1 RIVET SPECIFICATION : .................................................................... 22
6.4 SPLINEBUSH ............................................................................................ 22
6.4.1 SPLINEBUSH SPECIFICATION ......................................................... 22
6.5 STUDDESIGN............................................................................................ 22
6.5.1 STUDSPECIFICATION ........................................................................ 22
7. COMPARISON ............................................................................................... 23
7.1 CONCLUSIONS ........................................................................................ 23
8. DRAFTING ...................................................................................................... 24
9. REFERENCES ................................................................................................ 26

1
List of Tables & Figures –

Fig No. Description Page no.

1 Single Surface axial disc Clutch 5
2 Operation of clutch 9
3 Working of clutch (side view ) 10
4 working of clutch ( Front View ) 11
5 Clutch Plate 24
6 Flywheel 24
7 Helical Spring 24
8 Pressure Plate 24
9 Lever 24
10 Casing 24
11 Assembly Drawing 25
12 Exploded View 25

Table no. Description Page no.

1 Comparison Table 23

2
 1. Group Of Students-

MIS Name Of Student Task

111613026 Joseph ben

111613028 Dipak kamble Data Collection

111613041 Mustafa haveliwala

111513053 Sejal gaikwad

141713010 Sumit tathe

141713003 Anurag kadhane Primary Design

141713010 Gajanan yelure

111613038 Pranoti mali

111413066 Yash pathre

111613006 Tushar bhadane

141713005 Rushikesh modhave Secondary Design

111613069 Shubham nirgude

111613056 Suyash sanghavi

141713002 Aniket gajbhiye

111613015 Rohit devkare

141713006 Trupti pardeshi Comparison

141713008 Bhagyashri shinde

111613004 Nishant badave

111613019 Prachi gavit

111613043 Indraneel patil Drafting

111613050 Samiksha pote

111513055 Shaurya dadhwal

111613005 Nikita banger

3
ABSTRACT

A clutch is a mechanical device which provides for the transmission of power (and
therefore usually motion) from one component (the driving member) to another (the driven
member). The opposite component of the clutch is the brake. A multi plate clutch may be
used when a large torque is to be transmitted. The inside discs are fastened to the driven
shaft to permit axial motion. The outside discs are held by bolts and are fastened to the
housing which is keyed to the driving shaft. The multi disc clutches are extensively used in
motor cars, motorbikes, machine tools etc. The inside discs are usually made of steel and
outside discs is usually made of bronze. The materials used for lining of friction surfaces
are Cork, Rubber, Cast iron, Powder metal. The aim of the project is to design a multi
plate clutch by using empirical formulas. A 2D drawing is drafted for multi plate clutch from
the calculations and a 3D model is created in the 3D modeling software Pro/Engineer. I
am conducting structural analysis for above design for validating design. I am conducting
analysis by varying the friction surfaces material. By extracting the result we are going to
find out which material is best for the lining of friction surfaces. Structural analysis is done
for multi plate clutch using the properties of the two materials. Materials used for liner is
Cork, Powder metal. Comparison is done for above all materials to validate better lining
material for multi plate clutch under the different coefficient of friction conditions.

INTRODUCTION

Clutch is a mechanism for transmitting rotation, which can be engaged and

disengaged. Clutches are useful in devices that have tworotating shafts. In these devices,
one shaft is typically driven by a motor or pulley, and the other shaft drives another device.
Let us take an instance where one shaft is driven by a motor and the other drives a drill
chuck. The clutch connects the two shafts so that they can either be locked together and
spin at the same speed (engaged), or be decoupled and spin at different speeds
(disengaged). Depending on the orientation, speeds, material, torque produced and finally
the use of the whole device, different kinds of clutches are used. The clutch in itself is a
mechanism, which employs different configurations and different principles in various
models available. In the following lines, we have provided the different kinds of clutches
that are available.

A multi-plate clutch is a type of clutch in which the multiple clutch plates are used to
make frictional contact with the flywheel of the engine in order to transmit power between
the engine shaft and the transmission shaft of an automobile vehicle. A Clutch is a
machine member used to connect the driving shaft to a driven shaft, so that the driven
shaft may be started or stopped at will, without stopping the driving shaft. A clutch thus
provides an interruptible connection between two rotating shafts Clutches allow a high
inertia load to best at end with a small power.A popularly known application of clutch is in
automotive vehicles where it is used to connect the engine and the gear box. Here the
clutch enables to crank and start the engine disengaging the transmission Disengage the
transmission and change the gear to alter the torque on the wheels. Clutches are also
used extensively in production machinery of all types.

4
Types of Multi-Plate Clutch

1. Spring Type Multi-Plate Clutch

 In this type of clutch a cover attached with the flywheel of the engine is used inside which the
multiple clutch plates , pressure plate ,thrust bearing etc. are packed (the clutch plates are
placed over each other and mounted over a splined shaft.)
 A pressure plate is used which is having outer sleeve connected to the pedal fork in such a
way that the pressing of pedal will move the pressure plate outward in order to disengage
the clutch.
 This pressure plate used are made to contact with the clutch plates pack in order to engage
the clutch and the release of this contact will result in dis-engagement of the clutch.
 The engagement of the clutch is maintained by the stiffness provided by the number of thrust
springs placed in circular fashion used behind the pressure plate, due to the compression of
these thrust springs disengagement of the clutch occurs.
 As the thrust springs operated with the pedal movement is used to engage and disengage
the clutch, this type of clutch is called spring type multi-plate clutch.
 This type of clutch is used in old cars and bikes.

2. Diaphragm Type Multi-Plate Clutch

 It is the modified version of spring type multi-plate clutch in which the thrust springs placed in
circular fashion from the spring type clutch is replace with a special crown shaped finger type
spring called diaphragm spring.
 During the engaged state of the clutch the fingers like fins of the diaphragm clutch stays in
inflated state due to which the pack of multiple clutch plates having friction lining at the other
end attached with this spring makes continuous frictional contact with the flywheel results in
power transmission between the engine flywheel and the transmission shaft.
 When driver presses the clutch in order to shift gear, the force applied by the driver over
pedal is transferred to the diaphragm spring which in turn deflates the fingers of the
diaphragm spring and the disengagement of the clutch takes place.
 These type of clutches is used in modern cars and bikes.

3. Hydraulic Operated or Automatic Clutch

 This is the modern type of clutch used in vehicles fitted with the automatic transmission, in
this type of clutch a hydraulic device having highly compressed fluid operated with the
accelerator pedal is coupled with the multi-plate clutch and the engagement and
disengagement of the clutch is obtained by the output given by the hydraulic device which is
controlled with the acceleration pedal.
 Multi-plate clutch is considered to be the best clutch device used in vehicle equipped with the
automatic transmission due to its high torque transmission and also due to its advantage of
less pedal effort needed to operate the clutch.

5
Spring Type Multi-Plate Clutch

1. Pressure Plate

 A plate attached to the splined sleeves which are further attached to the pedal fulcrum such
that when the clutch pedal is pressed, the sleeves attached to the pedal fulcrum moves
outward which in turn moves the pressure plate attached with this splined sleeve.

 This pressure plate used in clutch applies pressure over the clutch plates with the help of
thrust springs that helps the pressure plate to maintain its frictional contact with the clutch
plates.

2. Clutch Plate

 It is the metallic plate having frictional lines at its outer surfaces and is used to make frictional
contact with the flywheel in order to transmit power between engine shaft and the
transmission shaft.

 The inner frictional surface of the clutch plate makes contact with the flywheel and the outer
frictional surface makes frictional contact with the pressure plate whose movement is
operated by the clutch pedal.

 In multi-plate clutch multiple clutch plates are used in which number of clutch plates are
placed over each other which in turn increases the frictional force required for engagement of
the clutch.

3. Thrust Springs

 These are the springs used behind the pressure plate and the stiffness of these springs is
used by the pressure plate to maintain the frictional contact with the clutch plates which in
turn maintain the clutch engagement.
 Numbers of thrust springs are placed over the outer surface of the pressure plate in circular
fashion.
 The force applied by the driver over the clutch pedal is transferred to these thrust springs
which in turn causes movement of these springs and the disengagement of the clutch
occurs.

4. Clutch Pedal

 A clutch pedal operated by the driver of the vehicle is used to control the engagement and
disengagement of the clutch.
 When the clutch pedal is pressed the fulcrum attached with its inner end rotates which in
turn causes movement in the splined sleeves through which the pressure plate attached
and with this movement of splined sleeve disengagement of the clutch occurs.

6
5. Splined Shaft & Inner Splined Sleeves

 A outer splined transmission input shaft is used over which the complete clutch assembly
that includes clutch plates, pressure plate , inner splined sleeve , clutch casing is placed and
rotates with it multi-plate clutch, The movement of this sleeve is controlled by the clutch
pedal.
 The to and fro movement of this inner splined sleeve causes engagement and
disengagement of the clutch.

6. Flywheel

 Though this is the part of the engine but we can also consider it as a part of clutch system
as the transmission of power from engine output shaft to the transmission shaft is obtained
by the frictional contact between the clutch and the flywheel of the engine.

7
Working

The working of the multi-plate clutch can be best understood by discussing the simple spring
type multi-plate clutch

Engagement of Clutch

 During the engaged state of the clutch i.e. when the clutch pedal is not pressed, The
thrust springs do not move due to which the stiffness provided by these springs
maintains the pressure over the pressure plate having friction lines on its inner
surface.
 Due to this pressure over the pressure surface the frictional contact between the
friction lines of pressure plate and the friction lines of multiple clutch plates is
maintained due to which frictional force is applied over the flywheel.
 Due to this frictional force the frictional contact between the multiple clutch plates and
the flywheel is maintained which in turn finally provides clutch engagement.

Disengagement of Clutch

 When the clutch pedal is pressed the fulcrum attached at its inner end rotates due
which the inner splined sleeve through which the pressure plate is attached a move
outward which in turn applies pressure over the thrust springs.
 Due to this force the thrust springs moves which in turn release pressure over the
pressure plate and finally the frictional force between pressure plate, clutch plate and
the flywheel is removed.
 Due to this removal of the frictional force, frictional contact between the pressure
plate, clutch plate and flywheel breaks and finally the disengagement of the clutch is
obtained.

8
Design of multiplate Clutch

Let
T = Torque transmitted by the clutch,
p = Intensity of axial pressure with which the contact surfaces are
held together,
r1 and r2 = External and internal radii of friction faces,
r = Mean radius of the friction face, and
μ = Coefficient of friction.
Consider an elementary ring of radius r and thickness dras shown in Fig.

We know that area of the contact surface or friction surface

= 2π r.dr
∴ Normal or axial force on the ring,
ΔW = Pressure × Area
= p × 2π r.dr
and the frictional force on the ring acting tangentially at radius r,
Fr= μ × δW
= μ.p× 2π r.dr
∴ Frictional torque acting on the ring,
Tr= Fr× r
= μ.p× 2π r.dr× r
= 2 π μ p. r2.dr

9
 We shall now consider the following two cases:
1. When there is a uniform pressure, and
2. When there is a uniform axial wear.

1. Considering uniform pressure.

When the pressure is uniformly distributed over the entire area of the friction face as shown
in Fig., then the intensity of pressure,
P=W / (r1^2-r2^2)

Where W = Axial thrust with which the friction surfaces are held together. We have discussed
above that the frictional torque on the elementary ring of radius r an thickness dries

Tr= 2π μ.p.r2.dr
∴ Total frictional torque acting on the friction surface or on the clutch,

2. When there is a uniform axial wear.

Considering uniform axial wear. The basic principle in designing machine parts that is
subjected to wear due to sliding friction is that the normal wear is proportional to the work of
friction.
The work of friction is proportional to the product of normal pressure ( p) and the sliding
velocity
(V).
Therefore,
Normal wear ∝ Work of friction ∝p.V
orp.V= K (a constant) or p = K/V ...(i)
It may be noted that when the friction surface is new, there is a uniform pressure distribution
over the entire contact surface. This pressure will wear most rapidly where the sliding velocity is
maximum and this will reduce the pressure between the friction surfaces. This wearing-in
process continues until the product p.V is constant over the entire surface. After this, the wear
will be uniform as shown in.
Let p be the normal intensity of pressure at a distance r
from the axis of the clutch. Since the intensity of pressure varies
inversely with the distance, therefore
10
11
Design Flowchart:-

Multiplate Plate Clutch – Data Collection

Power, Torque, Friction Lining and Outer Radius

Clutch Plate Design

Primary Design
Shaft Design

Spline design

Spring Design

Secondary Design
Pressure Plate Design

Bush, Rivet and Studs Design

Comparisons

Drawings

12
DATA
Model: - CB Hornet 160R

Engine:-Single Cylinder SI Engine

Displacement – 162.71CC

MaximumPower –

15.04BHP@850RPM

MaximumTorque –

14.76N.M @ 6500RPM

MaximumSpeed – 115kmph

Problem Definition:-

To design a multiplate clutch for CB Hornet 160R having maximum torque 14.76N met6500rpm.
Power carrying capacity11.21K Watt 8500rpm.The allowable outer diameter of clutch is 280mm

13
14
15
16
17
Primary design

Design of Clutch-

 Clutch ID & ODcalculations:-

Material is Bronze-base sintered metal-steel.
(Reference -V.B. Bhandari, P.N. 460,
Table 11.1)

Pressure Intensity= 1-2 N/mm2

Coefficient of friction= 0.1- 0.3
Tmax = 12.3*(FOS) = 14.76N-M

Justification – (As values of torque transmitting capacity & no. of

revolution are precisely known so factor of safety is taken to be 1.2)

For four contacting surfaces

14.76
Mt = N.m = 3.69 Nm
4
Taking u = 0.35& Pa = 0.1 N/mm2.

By uniform Pressure theory

Torque = µ *W*R *N
14.76 *10^3 = 0.35*π [ R^2 –r^2]*0.1 *
{[2/3]*[R^3- r^3]/[R^2-r^2]}

Assuming, clutch is transmitting maximum torque,

d/D = 0.577

R= 62.93mm= 65 mm
r = 36.31 mm =

18
 Power (P) = 11.21 KW @ 8500 rpm

For axial load,

up
Mt = Tmax / 2 = (D+d)
4
P = 830 N

5.2 Clutch Specifications–

1) Outer Diameter – 130mm
2) Inner Diameter – 76mm
3) Axial Load – 830N

Secondary Design

Design of Springs

a) c=1.73 (Reference -V.B. Bhandari, P.N. 404, for springs in values & clutches ;c=5)

b) Material – Patented & cold drawn steel wires ofgrade2

(Justification - This material is used because it has moderate tensile

strength, moderate elastic limit & ability to withstand moderate stresses
under repeated loading.)

Therefore, axial force is 830 N

(Grade 2 –used in moderately stressed static springs or spring subjected to

moderate dynamic load.)

Steel, G = 81370 MPa

Assuming No. of active coils to be 4

19
 Because, symmetry & stability achieved.

T = 0.5 Sut…………………………………………………………..…(IS 4454-1981)

Tmax5
Mt = No of contacting surfaces

Mt =14.76N-m n = 6500rpm

 Step 1—Maximum springforce:-

By uniform wear theory,

4Mt 4*14760
P1 = = = 955.2 N
u(D+d) 0.3*(130+76)

Since, there are 4 springs so force exerted by each spring is

955.2
P= = 238.83N
4
 Step 2—wirediameter,
4c−1 0.615
K= + =4.35
4c−4 c
8pc
T=K( ) or T =3.1691
πd^2
Permissible shear stress,
Td = 0.5 Sut…………………………………………………………………(2)
This could be solved by Trial & error method

 Trial 1:- d =4mm

3305.40
T=
42
T = 206.58 ………………………(Reference -V.B. Bhandari, Table 10.1)
Sut= 1480 MPa
Td = 0.5 * Sut= 740 MPa
T>Td design is notsafe.
 Trial 2:- d =2mm
3305.40 3305.40
T= 2 = =826.35 MPa
22
20
 T<Td Design issafe.

 Step 3:- Mean coil diameter

D = c*d =3.46mm
 Step 4:- total no. ofcoils
It is assumed that springs have square & ground ends.
Nt = N + 2 = 4 + 2 = 6
 Step 5:- Freelength

{8PD^2N/Gd^4}=4.66mm
𝛿=

It is assumed that there will be gap of 1mm between consecutive coils when
springs is subjected to maximum force.

Total no of coils (Nt) = 6

Total axial gap between coils = (6 – 1)*1 = 5mm

Free length = solid length + total axial gap + 𝛿

= 4.66 + 5 + 3.46

= 13.12mm

Free length = 13.12 mm

Pitch = (Free Length) / ( nt-1) = 51 / 5 =2.6mm

21
 Spring Specifications

1) Material – Patented & cold drawn steel wire ofgrade-2

2) Wire diameter(d)-4mm
3) Mean coil diameter(D)-3.mm
4) Free Length-13.12mm
5) Total no of turns-6
6) Style of ends- square andground

6.2 Design of Splines

6.2.1 Design against length ofhub:-

From the company standard,

The I.D. of Spline = 28mm

Asthestrengthofinvolutesplinesaccordingtotheirgreaterthanthestraight
splines , involute spline isselected.

Type: - involute sided spline of module ‘2’.

Dimensions: - 14*28*32

Therefore, No of splines:-14 (Design data book PSG P.N.537)

I.D. = 22mm

O.D. =28mm

Permissible pressure on spline is limited to 2.5 N/mm2.

(Reference -V.B. Bhandari, P.N. 355)

Spline Material – S45C (Carbon steel)

Justification - It has high strength and also wear resistance and widely used.

22
 Coefficient of Friction =0 .032

Taking u as0.032

 Step 1:- Torque transmitted byshaft,

60*106*(kw)
Mt=
2πn

Mt= 910.366*10^3 N-mm

 Step 2:-Lengthofhub company

standard
8Mt 8*910.366*10^3
L= = takingn=23
Pm*n*(222−282) 6.5*14*(322−282)

L =266.66mm=270mm L= 81.95mm =82mm

Actual length = 100mm

 Step 3:-Force required to shift gear

Rm = mean radius = (R + d)=12.5mm
Mt =P*Rm
P = Mt / Rm = 72829.28 N
Friction Force = u*P = (0.032)*P =2320 N
Force requires to shift the gear is equal & opposite of the friction force.
Therefore, the force required to shift the gear
F =2320 N

6.2.2 Design against permissible pressure–

O.D. = 28, I.D.= 22, No of splines =14 length of hub(L) = 100mm

 Step 1:- Torque transmitted :-
Mt = 910.366

23
 Step 2:- Permissible pressure:-
8Mt
L=
Pm*n*(D2−d2)
8Mt = 1.6858
Pm =
L*n*(D2−d2)

Pm = 1.6858 N/mm2
Design is safe. Since Pm max = 1.6858
N/mm2So, No of teeth required should be =
n = 19 For n = 19; Pm = 1.6858N/mm2
Company standard, n=21
Taking n=19 Pm= 1.6585N/mm2
L = 270 mm
 Step 3:- Force required to shift gear will remainsame
F =2320 N
Conclusion: - If length is constant then, according to design data the design
will fail, so we have to increase no of teeth for better strength.
So n=19 instead n = 14 will b e more practical.
Company standard,n=21

6.2.4 Spline Specifications–

1) No. of splines –19

2) Internal Diameter – 22mm
3) Outer Diameter – 28 mm
4) Length of Hub – 270mm

24
6.3 Design ofRivets

Axial load: - Wa= 830 N

No of rivets = 8

Load on each rivet = Wa / 8 = 103.75 N

Material of rivet= 40C8 (Carbon steel)

Thismaterialhassufficienthightensilestrength&wearresistanceandgood
corrosionresistance.

Sytfor (30C8) = 400 N/mm2 ……….. (Design data book PSG 1.6)

Ssy= 0.5 Syt……………………. ( Using Maximum Shear stress theory )

Ssy= 200 N/mm2

Taking, Factor of safety = 1.5

As, load is precisely known & rivets used are exactly known.

Therefore, T = Ssy/ (FOS) = 200 / 1.5 = 133.33 N/mm2

Now, T= P/A
π
A= dc2 = P / T
4
4P 4*103.76
dc2= =
πt 133.33
dc2= 11.61

dc =0.99mm ,from dc =0.8 d

d = dc / 0.8 = 1.23mm

Smallest preferred length for d =1.23mm is L = 5mm …. ( Design data book PSG 5.6)

25
6.3.1 Rivet Specification :-

1) 4 Rivets -20
2) Diameter – 1.23 mm
3) Min. Length of rivet – 5 mm

6.4 Spline Bush

Using SV-SVI catalogue,

For no of teeth =19,

I.D = 26.7 mm, O.D. = 65 mm , Face Width = 45 mm

6.4.1 Spline Bush Specification –

1) No. of teeth – 19

2) Internal Diameter – 26.7mm

3) Outer Diameter – 65mm

4) Face width – 45mm

5) Straight Portion – 30mm

6.5 Stud Design –

Same as rivets

d= 5 mm

Minimum length of stud = 20mm for d= 5 mm………………...(Design data book PSG 5.6)

Stud: - M 5 & Length 20 mm

6.5.1 Stud Specification–

1) Designation –M5 2) Length – 20 mm

26
Comparison :-

Description Design Value Actual Value

Inner Diameter Of Clutch Plate 76 -
Diameter Of Shaft 28 35
Number Of Splines 19 21
Bush OD 65 68
Spring Type Used Helical. Helical.
Bush ID 32 35
Outer Diameter of Clutch Plate 130 -
Length of Spline 270 300
Maximum Torque 367.5 14.76
Number of Springs 8 -

Table 1 – Comparison Table

7.1 Conclusions:-

 The variation in the design and actual values is due to the different
consideration of factor ofsafety.
 There are more factors like operating conditions, materials and
manufacturing constraints which affects the finaldimensions.
 There are various Quality Standards based on which the dimensions are
varied and also spacelimitations.
 Sometimestheparametersarechangedforthesakeofoptimumsafetyand
output.

27
DRAFTING

Friction disc Casing

Cover with bush Sliding sleeve

28
 Shell

Multiplate clutch
29
BILL OF MATERIAL (BOM)

Sr. No. Part Description Material Quantity

1 Driving Shaft FE 410 W 1
2 Shell CI 1
3 Centre Boss CI 1
4 Inner Friction Disc CI 1
5 Outer Friction Disc CI 1
6 Stud Carrier Disc CI 1
7 Cover CI 1
8 Hex Head Screw FE 410 W 6
M8
9 Washer 8.4 FE 410 W 6
10 Stud FE 410 W 3
11 Hex Lock Nut M16 FE 410 W 3
12 L Lever NICHROME 6
STEEL
13 Pin for Lever STEEL 9
14 Washer 11.5 FE 410 W 6
15 Split Pin FE 410 W 3
16 Jaw Lever NICHROME 3
STEEL
17 Pin for Sliding STEEL 3
Sleeve
18 Sliding Sleeve FE 410 W 1
19 Bush for Shell BRASS 1
20 Bush for Cover BRASS 1
21 Bush for sliding BRASS 1
Sleeve

30
References

1) www.honda2wheelers.com
2) Mark’s Standard Handbook for Mechanical Engg.
3) IS 4454-1981
4) Design data book of PSG
5) Design of Machine Elements by V.B.Bhandari
6) SV-SVI catalogue

31