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 Pressure and wear .......................................................................... 6
2.4.2 Uniform Wear Condition .......................................................................... 7
2.5 Single plate dry Clutch – Automotive application......................................... 8
2.6 Operation of Clutch ............................................................................................. 9
4. Design Flowchart .................................................................................................... 13
5. Primary design ........................................................................................................ 14
a. Design of Clutch ............................................................................................... 14
5.2 Clutch Specifications ........................................................................................ 15
6. Secondary Design ................................................................................................... 15
6.1 Design of Springs ............................................................................................. 15
6.1.1 Spring Specifications : ................................................................................... 18
6.2 Design of Splines ............................................................................................... 18
6.2.1 Design against length of hub ..................................................................... 18
6.2.2 Design against permissible pressure ........................................................ 19
6.2.4 Spline Specifications .................................................................................. 20
6.3 Design of Rivets ................................................................................................. 21
6.3.1 Rivet Specification : .................................................................................... 22
6.4 Spline Bush ........................................................................................................ 22
6.4.1 Spline Bush Specification........................................................................... 22
6.5 Stud Design ........................................................................................................ 22
6.5.1 Stud Specification ....................................................................................... 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

111213018 Aishwarya Dhamangaonkar

111213012 Deepali Bhadekar Data Collection

111213020 Sneha Gaikwad

111113030 Niranjan Kokate

111213005 Pratik Attarde

111213015 Mayank Chidri Primary Design

111213014 Kiran Chavan

111213019 Priti Gaikwad

111213022 Diksha Gattani

111213006 Dhanesh Awati

111213016 Atul Darade Secondary Design

111213007 Venkatesh Bhabhulgaonkar

111213013 Shrutika Chakule

141213003 Suraj Khopkar

111213010 Amit Balwan

111213008 Shubham Bachute Comparison

111213021 Pratik Gandhi

111213023 Atul Gosavi

111213011 Aishwarya Banmeru

111213001 Akshay Kadam Drafting

111213003 Ankita Wankhade

111213017 Sagar Devsthali

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 two rotating 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 be stated 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.

5
  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

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.

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
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.

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.

7
 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 moves
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 multi plate 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 dr as 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

We shall now consider the following two cases :

9
 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 dr is
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 are
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
or p.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

Maximum Power –

15.04BHP@850RPM

Maximum Torque –

14.76N.M @ 6500RPM

Maximum Speed – 115kmph

Problem Definition :-

To design a multi plate clutch for CB Hornet 160R having maximum torque 14.76 N- m at 6500 rpm. Power
carrying capacity 11.21KW at 8500 rpm. The allowable outer diameter of clutch is 280 mm

13
14
15
16
17
 Primary design

a. Design of Clutch -

 Clutch ID & OD calculations:-

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,
π
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 = 38 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 – 130 mm
2) Inner Diameter – 76 mm
3) Axial Load – 830 N

2.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 of grade2

(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)

Tmax
Mt = No of contacting surfaces
5

Mt = 14.76 N-m n = 6500 rpm

 Step 1—Maximum spring force:-

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= = 238.83 N
4
 Step 2—wire diameter,
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 not safe.
 Trial 2:- d = 2mm
3305.40 3305.40
T= 2 = = 826.35 MPa
22
20
 T < Td Design is safe.

 Step 3:- Mean coil diameter

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

{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
6.1.1 Spring Specifications :-

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

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

6.2 Design of Splines

6.2.1 Design against length of hub:-

From the company standard,

The I.D. of Spline = 28mm

As the strength of involute splines according to their greater than the straight
splines , involute spline is selected.

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 as 0.032

 Step 1:- Torque transmitted by shaft,

60*106*(kw)
Mt =
2πn

Mt = 910.366*10^3 N-mm

 Step 2:-Length of hub company

standard
8Mt 8*910.366*10^3
L= = taking n=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/mm2
So, No of teeth required should be = n = 19
For n = 19; Pm = 1.6858 N/mm2
Company standard, n=21
Taking n=19 Pm= 1.6585N/mm2
L = 270 mm
 Step 3:- Force required to shift gear will remain same
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 – 22 mm
3) Outer Diameter – 28 mm
4) Length of Hub – 270 mm

24
6.3 Design of Rivets

Axial load: - Wa= 830 N

No of rivets = 8

Load on each rivet = Wa / 8 = 103.75 N

Material of rivet= 40C8 (Carbon steel)

This material has sufficient high tensile strength & wear resistance and good
corrosion resistance.

Syt for (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 = 0.99 mm ,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 – 26.7 mm

3) Outer Diameter – 65 mm

4) Face width – 45 mm

5) Straight Portion – 30 mm

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 – M 5 2) Length – 20 mm

26
 2. 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 of safety.
 There are more factors like operating conditions, materials and
manufacturing constraints which affects the final dimensions.
 There are various Quality Standards based on which the dimensions are
varied and also space limitations.
 Sometimes the parameters are changed for the sake of optimum safety and
output.

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