Chapter 1

Introduction

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1.1. INTRODUCTION
In this day and age, automobiles are the major mode for the transportation. Without the automobiles
we would have go back to time when our foot and some animals were the only means of travelling and
goods carriage. The invention of automobiles has revolutionised the transportation system and brought
ease to the everyday life of mankind. It has made travelling easier, hassle free and has been efficient at
saving one of the most valuable resources i.e. time.
The first generation of automobiles were the fruition of ideas of a few inventors who were able to
visualise the future. Though their inventions can labelled as extraordinary considering the quality and
quantity of resources they had, their machines were still in the conceptual stage and had a large scope
of improvement.
The earliest recorded history of automobiles dates back to around 1768-69 when a French inventor
Nicolas-Joseph Cugnot built the first self-propelled device. His machine was powered by steam and
capable of human transportation. In 1807, another Frenchman François Isaac de Rivaz designed the
first car powered by an internal combustion engine fuelled by hydrogen but it was not until 1886 when
the first gasoline powered car with an internal combustion engine was built and patented by Karl Benz.
The invention of Karl Benz called Benz Patent-Motorwagen was the first production vehicle. Since
then, the automobile industry has come a long way. Today’s cars are the results of implementation of
thousands of innovations and improvements made by researchers, engineers and enthusiasts. They use
better technology, are easier to use than the earlier models, safer, more fuel efficient, powerful,
environment friendly and need very little maintenance.
As the automobiles are the means of transportation, it has to be safe, durable and reasonably priced at
the same time. Considering the economy, the automobile manufacturers has always produced that are
both affordable and of good performance. The R&D sector automobile industry is always working on
optimising the resources so that vehicles can be made cheaper without having to compromise the
quality of materials used.
Overall, the performance of automobiles has improved largely over time and most components of a
modern vehicle has been automated. In spite of that, the majority of the cars running today still has a
lot of mechanical parts. Those components can be improved both performance wise and cost wise.
These modifications are done by experimentation and solving problems faced in real life. Therefore it
is necessary to analyse the performance of various parts of a car and keep on experimenting with new
ideas finding out the best fit to make the vehicle more efficient both performance wise and
economically.

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1.2. BACKGROUND
As said in the previous section, in order to increase the performance of a car while keeping the cost
within the reach of common people, analysis and modification of various parts of the car needs to be
done. One of these parts is the clutch system. This project is aimed towards analysing the performance
of the clutch system present in modern cars and modifying it to get better output and at the same time
doing it at the minimum possible cost.
The clutch system is one of the most important parts in a vehicle which consists of six major parts:
flywheel, clutch disc, pressure plate, diaphragm spring, clutch cover and the linkage necessary to
operate the clutch. Automotive clutches are located between the engine and the transmission. It
provides mechanical coupling between the engine and transmission input shaft. Manual transmission
cars need a clutch to enable the engaging and disengaging of transmission. The clutch engages the
transmission gradually by allowing a certain amount of slippage between the flywheel and the
transmission input shaft.
When in use, the clutch gets damaged over time and needs to be replaced in order to reinstate the
vehicle in operating condition. The clutch discs are like brake linings, they gradually wear out as they
operate. Every time the clutch is engaged or disengaged, some friction material is removed from the
clutch disc. The amount of material lost during each action is small and most clutches will last for
80,000 km or more. It is normal for a clutch to wear out after this mileage is reached. Often, however,
a clutch will not last as long as 80,000 km. Like any other mechanical part, the clutch can be damaged
by careless or abusive operation. Further, it can be damaged by outside factors—factors that cannot be
attributed to the vehicle operator.
The focus of this project will be on the attempts at eliminating those outside factors by implementing
improvements to the system or proposing possible changes that will help to eradicate those factors and
increase the longevity and performance of the clutch system. Experimentations with new materials will
be done to ensure the optimum condition for better performance of the clutch.

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Chapter 2
Technology

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2.1. DEFINITION OF CLUTCH
A clutch is a mechanism which enables the rotary motion of one shaft to be transmitted at will to
second shaft, whose axis is coincident with that of first. The clutch is located between the engine and
gear box. When the clutch is engaged, the npower flows from the engine to the rear wheels through the
transmission system and the vehicle moves. When the clutch is disengaged, the power is not
transmitted to the rear wheels and the vehicle stops while the engine is still running.

2.2. HISTORY OF AUTOMOTIVE CLUTCH

Automotive clutch mechanism came into existence when in 1885, Karl Friedrich Benz invented the
first commercial gas powered automobile, the famous Benz Patent Motorwagen, where he invented
and first used the clutch system to the car. Later in 1894, two French inventors Louis-René Panhard
and Émile Levassor first demonstrated their three-speed transmission. In their design, they used a
pedal operated clutch. Their design was very popular and it still is the starting point of contemporary
manual transmission.
In 1904 the first automatic transmission was invented by the Sturtevant brothers of Boston. This marks
the first use of centrifugal clutch. It provided two forward speeds that were engaged and disengaged by
the action of centrifugal weights without need for a foot-operated clutch. As engine speed increased,
the weights swung out to engage bands – first the low-gear band and then the high-gear band. The unit
failed because the weights often flew apart.
Exedy Corp., one of the major players for clutch technology, which manufactured clutches under the
brand name of Exedy and Daikin, was reported to produce rigid type disc clutch since 1918, which
was a clutch disc with the plate and spline hub secured by rivets.
In 1921 a design of clutch was developed by Englishman Herbert Frood that would not burn out in a
few hundred miles. Frood replaced leather clutch linings with impregnated cotton linings.
Based on the invention of Sturtevant brothers, a centrifugal multiple-disc clutch was used by REO
Motor Car Company in an automatic transmission called Reo Self-Shifter in 1934.
In a typical later development of clutch lining, the random fibre asbestos base is impregnated with
copper or bronze strands as these serve not only to assist with heat dissipation but also to lubricate the
lining under load and prevent excessive wear.
During 1980s the growing awareness of the potential health hazards arising from exposure to asbestos
fibre led to the increasing use of environmentally safe non-asbestos friction materials for clutch
linings.

2.3. TYPES OF CLUTCH MECHANISMS

Different types of clutches are as follows:
 Friction clutch
 Hydraulic clutch
 Positive clutch
 Centrifugal clutch
 Semi-centrifugal clutch
 Diaphragm clutch
 Positive clutch
 Hydraulic clutch
 Electro-magnetic clutch
 Vacuum clutch
 Over-running clutch or free-wheel unit.
As the project is aimed towards the development of the friction clutch mechanism present in the
majority of manual transmission vehicles, the construction and classification of this type of clutch
mechanism are discussed below.

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Friction clutch: In this type of clutches, friction force is used to engage and disengage the clutch. A
friction plate is inserted between the driving member and the driven member of clutch. When the
driver releases the clutch pedal, the driven member and driving member of clutch, comes in contact
with each other. A friction force works between these two parts. So when the driving member
revolves, it makes revolve the driven member of clutch and the clutch is in engage position. This type
of clutch is subdivided into four types according to the design of the clutch:
 Cone clutch
 Single plate clutch
 Multi-plate clutch
Cone clutch: A Cone disc is extensively used in
automobiles but now-a-days it has been replaced
completely by the disc clutch. It consists of one pair of
friction surface only. In a cone clutch, the driver keyed
to the driving shaft by a sunk key and has an inside
conical surface or face which exactly fits into the
outside conical surface of a driven. The driven
member resting on the feather key in the driven shaft,
may be shifted along the shaft by a forked lever
provided, in order to engage the clutch by bringing the
two conical surfaces in contact. Due to the frictional Fig: Cone Clutch
resistance set up at this contact surface, the torque is transmitted from one shaft to another. In some
cases, a spring is placed around the driven shaft in contact with the hub of the driven. This spring
holds the clutch faces in contact and maintains contact surfaces of the clutch may be metal to metal
contact, but more often the driven member is lined with some material like wood, leather, cork or
asbestos etc. the material of the clutch faces depends upon the allowable normal pressure and the
coefficient of friction.
Single plate clutch: A single plate clutch consists
of a clutch plate whose both sides are faced with
a friction material. It is mounted on the hub
which is free to move axially along the splines of
the driven shaft. The pressure plate is mounted
inside the clutch body which is bolted to the
flywheel. Both the pressure plate and the
flywheel rotate with the engine crankshaft or the
driving shaft. The pressure plate pushes the
clutch plate towards the flywheel by a set of
strong springs which are arranged radially inside

the body. The three levers are carried on pivots Fig: Single Plate Clutch
suspended from the case of the body. These are
arranged in such a manner so that the pressure plate moves away from the flywheel by the inward
movement of a thrust bearing. The bearing is mounted upon a forked shaft and moves forward when
the clutch pedal is pressed. When the clutch pedal is pressed down, its linkage forces the thrust
release bearing to move in towards the flywheel and pressing the longer ends of the levers inward.
The levers are forced to turn on their suspended pivot and the pressure plate moves away from the
flywheel by the knife edges, thereby compressing the clutch springs. This action removes the
pressure from the clutch plate and thus moves back from the flywheel and the driven shaft becomes
stationary. On the other hand, when the foot is taken off from the clutch pedal, the thrust bearing
moves back by the levers. This allows the springs to extend and thus the pressure plate pushes the
clutch plate back towards the flywheel.

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 Multi-plate clutch: 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
(except for the last disc). The outer discs
(usually of bronze) are held by bolts and
are fastened to the housing which is keyed
to the driving shaft. These type of clutches
are extensively used in motor cars,
machine tools etc.

Fig: Multi-plate Clutch

2.4. COMPONENTS OF friction CLUTCH

The components of a clutch can be divided into three groups:
 Driving members: The driving members consist
of a flywheel mounted on the engine crankshaft.

Fig: Flywheel Couple with Clutch

 Driven members: The driven member consists of the disc

or plate, called the clutch plate.

Fig: Pressure plate and Clutch plate

 Operating members: The operating members consist of a foot pedal, linkage, release or throw
out bearing, release levers and springs.

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2.5. CLUTCH ASSEMBLY
The clutch assembly interrupts the power flow between the engine and the transmission when the
vehicle is brought to a stop with the engine running and when shifting gears.

Fig: Exploded View of a Clutch Assembly

2.6. REQUIREMENTS OF A CLUTCH

The requirements of a good clutch are:
 Torque transmission: The clutch should be able to transmit maximum torque of the engine.
 Gradual engagement: The clutch should engage gradually to avoid sudden jerks.
 Heat dissipation: The clutch should be able to dissipate large amount of heat which is
generated during the clutch operation due to friction.
 Dynamic balancing: The clutch should be dynamically balanced. This is particularly required
in the case of high speed engine clutches.
 Vibrating damping: The clutch should have suitable mechanism to damp vibrations and to
eliminate noise produced during the power transmission.
 Size: The clutch should be as small as possible in size so that it will occupy minimum space.
 Free pedal play: The clutch should have free pedal play in order to reduce effective clamping
load on the carbon thrust bearing and wear on it.
 Easy in operation: The clutch should be easy to operate requiring as little exertion as possible
on the part of the driver.
 Lightness: The driven member of the clutch should be made as light as possible so that it will
not continue to rotate for any length of time after the clutch has been disengaged.

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2.7. WORKING PRINCIPLE OF FRICTION CLUTCH
The working principle of friction clutch is based on the properties of friction. When two friction
surfaces are brought in contact with each other and pressed they are united due to the friction between
them. If now one is revolved, the
other will also revolve. One surface
is considered as driving member
and the other as driven member.
The driving member is the flywheel
mounted on the crankshaft and the
driven member is the pressure plate
mounted on the transmission shaft.
Friction surfaces are between the
driving and driven members. On
engagement of the clutch, the
engine is connected the
transmission and power flows from
engine to the rear wheels through
the transmission system. When the
clutch is disengaged by pressing the
clutch pedal the engine is
disconnected from the transmission
and consequently the power does Fig: Clutch Engagement and Disengagement Operation
not flow to the rear while the engine
is still running.
When operating such a clutch, care should be taken so that the friction surfaces engage easily and
gradually bring the driven shaft up to proper speed. The proper alignment of the bearing must be
maintained and it should be located as close to the clutch as possible. For optimum clutch operation, it
is required that:
 The contact surfaces should develop a frictional force that may pick up and hold the load with
reasonably low pressure between the contact surfaces. The frictional force between the two
surfaces depend upon:
(i) Area of the surface.
(ii) Pressure applied upon them.
(iii) Coefficient of the surface materials.
 The heat of friction should be rapidly dissipated and tendency to grab should be at a minimum.
 The surfaces should be backed by a material stiff enough to ensure a reasonably uniform
distribution of pressure.

2.7.1. Steps of Working of a Clutch

 When the clutch pedal is depressed, the “Throw-out bearing” pushes the pressure plate’s release
fingers.
 The pressure plate pulls away from the clutch disc disengaging the clutch, thus interrupting the
power flow.
 When the clutch pedal is released the clutch is fully engaged, the release bearing is normally
stationary and does not rotate with pressure plate.

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2.8. CLUTCH MATERIALS
Clutch friction linings are subjected to severe rubbing so that generation of heat in relatively short
periods takes place. Therefore, the lining material should have a combination of the following
properties to withstand the operating conditions:
 Relatively high co efficient of frictions under entire operating conditions
 Maintenance of friction properties during entire working life
 Relatively high energy absorption for short period
 Withstanding high pressure plate compressive loads
 Withstanding high impacts of centrifugal force during gear changing
 High level of endurance in cyclic working without effecting friction properties
 Good compatibility with cast iron facings over the entire range of operating temperature
 Adequate shear strength to transmit engine torque
2.8.1. Materials Used To Manufacture Car Clutches: There are a number of different materials that are
used to manufacture car clutches including steel, aluminium, cotton fabrics, polymers, vegetable
fibres, fibre glass and asbestos. Asbestos has been classified as unsafe and is rare in modern day
clutches. Here is a brief explanation of some of the materials used for car clutches:
 Semi-metallic materials: A variety of metals including steel, iron and copper are used which only
make up 30% to 65% of the final product. These clutches are harder, have a high heat resistance
and are durable. The coefficient of friction is between 0.23 and 0.38 which is relatively low. These
pads are reliable for heavy loads but not for high speed. Grey cast iron is an example of this. It has
a good wear resistance with high thermal conductivity and the production cost is relatively low.
High thermal conductivity of diffusivity of the material is considered advantageous because heat is
then allowed to dissipate at higher rate. Some properties of grey cast iron are shown below:

Young’s Modulus 120 GPa

Poisson’s Ratio 0.29

Structural Density 7200 kg/m3

Tensile Strength 220 MPa

Shear Modulus 44-54 GPa

Thermal Conductivity 310 W/m.K

Thermal
Specific Heat 450 J/Kg.K

Relative Permeability 1000

Electromagnetic
Resistivity 1.1*10-5 Ohm*cm

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  Ceramic materials: Contains organic and inorganic with other modifiers which include glass,
rubber, carbon and Kevlar. The coefficient of friction is relatively high, between 0.33 and 0.4. This
material is used in vehicles which are larger and require a more intense application; such as trucks,
and in racing cars.
 Organic materials: It is the most common type of material used, being capable for all round use in
a variety of vehicles which have different specifications such as size. High copper content within
these organic materials increases the heat transfer and effectively makes the clutch more reliable.
2.8.2. Characteristics and Use of Different Clutch Materials:
A number of paired combinations of these materials may be used for different parts of the clutch
which best suits the type of vehicle to ensure the best strength and durability.

ORGANIC

Characteristics Metal-fibre woven into "organic" (actually CF aramid with other materials),
original-equipment style. Known for smooth engagement, long life, broad operating
temperature, minimal-to-no break in period. Will take hard use, somewhat intolerant
of repeated abuse (will overheat). Will return to almost full operational condition if
overheated. Material is dark brown or black with visible metal fibres.

Use Street-driven cars up to 400hp, auto-x and track use.

KEVLAR

Characteristics A high-durability material more resistant to hard use. Engagement is similar to

organic, but may glaze slightly in stop-and-go traffic, resulting in slippage until
worn clean when used hard again. Higher temp range in general, but can be ruined
from overheating - will not return to original characteristics if "cooked". Has a
break-in period of 500-1000 miles during which slippage may occur. Care must be
taken during this period not to overheat from excessive slipping. Material is uniform
yellow/green and may look slightly fuzzy when new.

Use Street-driven track cars up to 500hp, auto-x and heavy track use. Will take hard use,
intolerant of abuse (will overheat and not recover completely)

SEGMENTED KEVLAR

Characteristics Same material and characteristics as solid Kevlar above, but segmented (blocks or
sections missing) for better heat dissipation. New generation of Kevlar offered by
UUC is resistant to glazing and is an excellent choice for smooth operation in high-
powered cars or those equipped with SMG transmissions.

Use Street-driven track cars up to 650hp, auto-x, and heavy track use.

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 HYBRID CARBON/CERAMIC/ORGANIC

Characteristics Organic material on one side and a segmented carbon or ceramic material on the
other. The idea is that the organic side will help smooth the engagement, reducing
the shuddering from the segmented side. Engagement is same as organic, but still
with shuddering. Temperature and HP range is identical to organic. Carbon/ceramic
side will wear flywheel or pressure plate surface faster and will wear out faster in
traffic situations. Material is organic on one side (described above) and segmented
or completely separate pucks (described below) on the other.

Use Can be used in same situations as standard organic. The "hybrid" design appears to
be more of a marketing gimmick rather than an actual performance advantage.
Some brands are poorly designed and wear unevenly due to flexion of the clutch
disk.

CARBON/CERAMIC

Characteristics Very high temperature materials, usually only found on multi-puck disks. Will
accommodate 500hp+ Engagement is more abrupt. Will wear flywheel surface
faster, especially in traffic situations. Carbon is slightly more durable and flywheel-
friendly, ceramic has a higher temp range. Multi-puck design may result in slight
shuddering or "stepped" engagement when used in traffic situations, although many
users report completely acceptable operation. Material is any of several light hues -
grey, pink, brown.

Use Street/strip applications for drag-racing and heavy track use cars up to 500hp. Will
take very hard use, suitable for extreme-clamping applications.

SINTERED IRON

Characteristics Extremely high temperature material. Will accommodate 700hp+ Engagement is on

or off. Requires special flywheel surface. Material is metallic grey.

Use Strictly for high-horsepower endurance racing. With correct pressure plate, capable
of extremely high clamping force. Engagement is like a switch, either on or off.
Does not work well when cold. High-durability flywheel surface required, standard
flywheels will be destroyed quickly.

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2.8.3. Friction Disc Lining Material
The following are used for the clutch facing:
 Leather
 Cork
 Cotton fabric
 Asbestos based materials
Leather has a value of coefficient of friction 0.27 on iron and oil reduces its value to one-half. Cork
has a value of coefficient of friction 0.32 on iron or steel. This value falls to 0.18 when lubricated.
Cotton fabric friction materials when properly treated have a friction coefficient 0.4 to 0.5 when dry.
This material is not suitable where more heat is likely to be generated. The coefficient of friction of
asbestos in natural form on steel is of the order of 0.6 to 0.75. This value gets reduced to about one
third when binders are used.
There are two main types of asbestos based friction lining, namely
 Woven type
 Moulded or composition type
The woven type is made by spinning threads from asbestos fibre, sometimes on brass wires. Then
this thread is woven into a cloth and finally impregnated with a bonding material. The woven type is
made in two forms: Laminated variety & Solid woven variety.
Different bonding materials tried and used can be grouped as below:
 Asbestos bases with additions of natural gums and oils
 Vegetable gums
 Rubber
 Synthetic resins (Alcohol & Oil Soluble)
Asbestos friction materials can withstand surface pressures up to 15 kscm or more. However, in
clutches the surface pressure is usually about 1 to 2 kscm.
The fabric materials are more porous than the moulded materials. As such, fabric materials absorb oil
more readily and deteriorate in performance.
Cotton is occasionally used mixed with asbestos and fabrics are made. Cork is also used occasionally
for clutches, almost always being arranged to run in oil. This can be used up to surface pressure of
about 1.5 kscm.

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2.8.4. Wear Coefficient of different friction materials
Different wear coefficient of different friction materials are given in following table:

Lining (Pad) Material Wear Coefficient

Ko (psi-1 )
Asbestos Type-I composite 6.46 × 10-11
Asbestos Type-II composite 8.09 × 10-11
Carbon-carbon composite 2.24 × 10-11
Sintered bronze (dry) 2.42 × 10-11
Non Asbestos composite (dry) 9.90 × 10-10
Sintered bronze (wet) 5.02 × 10-13
Sintered bronze composite 9.31 × 10-11
Sintered resin composite 3.03 × 10-11

2.9. DESIGN OF CLUTCH

2.9.1. Mechanical Model

Two bodies of inertia I1 and I2 and travelling at the respective angular velocities ω1 and ω2, and one of
which may be zero, are to be brought to the same speed by engaging. Slippage occurs because the
two elements are running at different speeds and energy is dissipated during actuation, resulting in
temperature rise.

To design analyze the performance of these devices, a knowledge on the following are required.

 The torque transmitted

 The actuating force.
 The energy loss
 The temperature rise

2.9.2. Method of Analysis

The torque that can be transmitted by a clutch is a function of its geometry and the magnitude of the
actuating force applied as well the condition of contact prevailing between the members. The applied
force can keep the members together with a uniform pressure all over its contact area and the
consequent analysis is based on uniform pressure condition. However as the time progresses some
wear takes place between the contacting members and this may alter or vary the contact pressure
appropriately and uniform pressure condition may no longer prevail. Hence the analysis here is based
on uniform wear condition.

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 Uniform pressure condition:

Assuming uniform pressure and considering an elemental area

dA
dA = 2πr dr
The normal/axial force on this elemental area is
dN = p(2πr dr)
The frictional force dF on this area is therefore
dF = µp(2πr dr)
Now the torque that can be transmitted by this elemental area is
equal to the frictional force times the moment arm about the
axis that is the radius ‘r’

dT = dF. r = µ.dN. r = µ.p.A.r = µp2πr2 dr

The total torque that could be transmitted is obtained by integrating this equation between the limits
of inner radius r2 to the outer radius r1
𝑟1
T=2πµp ∫𝑟2 r2 𝑑𝑟 = 2πµp (r13-r23)/2
Integrating the normal force between the same limits we get the actuating force that need to be
applied to transmit this torque
𝑟1
Fa = 2πp∫𝑟2 𝑟 𝑑𝑟 = πp(r12-r22)

The equation for the torque can be written as

T=µFa {2(r13-r23)}/{3(r12-r22)}

 Uniform Wear Condition

The basic principle in designing clutch 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 and sliding velocity.
When a friction surface is new there is a uniform pressure distribution over the entire contact surface.
This pressure will wear most rapidly where sliding velocity is maximum and this will reduce the
pressure between the friction surfaces. This wearing process continue till the product PV is constant
over the entire surface. After this wear will be uniform.

Let p be the normal intensity of pressure at a distance r from the axis of the clutch.
As p varies inversely with the distance, therefore p.r=C

Normal force on ring;

dW=2πCdr

By integrating we get total force acting on the surface

𝑟1
W=2πC∫𝑟2 𝑑𝑟 = 2πC(r1-r2)

Frictional torque acting on the elementary ring

dT=µ2πCrdr

By integrating we get total frictional torque acting on the clutch

𝑟1
T=µ2πC∫𝑟2 𝑟 𝑑𝑟 = µW(r1+r2)/2

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 Chapter 3
Review of Literature

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3.1. LITERATURE REVIEW
In 1885, it was reported that when Karl Friedrich Benz has invented the first commercial gas powered
automobile, the famous Tri-Cycle, he also was the first person to invent and use the clutch system to
the car. Exedy Corp., one of the major players for clutch technology, which manufactured clutches
under the brand name of Exedy and Daikin, was reported to produce rigid type disc clutch since 1918,
which was a clutch disc with the plate and spline hub secured by rivets. Until now, clutch
manufactures has come out with new and efficient technologies for clutch system to compensate
higher torque produced by bigger engine created especially for heavy vehicles.
Clutch system is among the main systems inside a vehicle. Clutch is a mechanical device located
between a vehicle engine and its transmission and provides mechanical coupling between the engine
and transmission input shaft. Clutch system comprise of flywheel, clutch disc plate and friction
material, pressure plate, clutch cover, diaphragm spring and the linkage necessary to operate the
clutch. The clutch engages the transmission gradually by allowing a certain amount of slippage
between the flywheel and the transmission input shaft.
According to Samir Safarni after gear shift & during the clutch re-engagement the clutch disc allows
the transmission of progressive torque through its Axial Stiffness. One of the most important
components use in coupling & decoupling of motor & transmission during gear change. One of the
most important components used in this process is clutch disc that allows a soft gradual re-engagement
of torque transmission. This progressive re-engagement obtained by friction disc characteristics in the
axial direction preserves the drivers comfort & avoid mechanical shock. According to K. Tripathi, the
friction clutch must be design for minimum axial force between the pressure plate & clutch plate. They
suggested that for optimum design of friction disc the ratio of inner radius to outer radius should be
kept 0.577. There basic design is based on minimum axial force between pressure plate & clutch plate.

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 Chapter 4
Present Work: Objective and Work Plan

4.

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4.1. Objective of the Work
To start off, a common design change is to use a wet clutch instead of a dry clutch or vice versa. As the
name implies a dry clutch is dry and a wet clutch has some sort of lubricant; usually engine oil. Both
these clutch types has their advantages and disadvantages and usually are chosen to suite personal
need. First we will have a look at the wet clutch:
 This clutch has a very smooth performance and relies more on vicious effect more than
specifically friction due to the lubricant. The main advantage of using such a clutch is to
improve the lifespan and durability of the clutch itself. This clutch is easier to maintain but has
its downfalls, such as the loss of energy due to the indirect contact (separated by lubricant); this
problem can be easily solved by stacking multiple clutch plates together which will recover the
initial coefficient of friction that is required. The cost of a wet clutch is slightly higher and this
price will drastically increase if multiple clutch plates are used to recover the energy loss.

Now let us consider the dry clutch:

 The dry clutch is commonly used in manual transmission cars and relies on direct friction (pure
friction) with the only medium being air. This type of clutch deals with much more energy due
to the higher coefficient of friction between the plates; this makes the performance more
effective and therefore is popular within racing cars. The cost is more affordable than a wet
clutch considering short term use, but in long term wear and tear takes its toll and the lifespan
of this clutch is shortened compared to a wet clutch.

Changing from one clutch type to the other does not have a drastic impact on the environment; the
only possible issue would be water contamination from the lubricants used within the wet clutch.
Another simple but effective method of improving the performance of a clutch is to change from using
the common rubber composite materials to Kevlar. Kevlar is known to withstand high temperatures
and extreme stress; this makes Kevlar a reliable material to use for car clutches. Kevlar is already
commonly used within luxurious cars because of its advantages over other materials and its longer life
span. The only disadvantage is its cost, which is considerably higher initially compared to other
materials but when taking in to consideration the lifespan, it seems to be an affordable option.

The above illustration depicts the nature of materials usually used for friction clutches. The everyday
purpose cars have clutches that are made of organic and ceramic materials whereas the race cars have
iron made clutch components. Race cars are for special purpose, so longevity of material are not that
important. On the other hand, a street car needs long lasting components. Now the organic and ceramic
materials are good choice for it but compared to Kevlar, their lifespan is less. Although Kevlar costs
more, it is economically beneficial for the long run.
In general with any car clutches a number of detailed changes within the clutch system could be
modified to improve the clutch performance. Some examples are increasing the amount of energy the
springs can absorb within the clutch system; this can be done by changing to a more durable material.
By changing the springs the clutch can be used at a faster rate. Another simple method is to have
additional clutch plates; this will disperse the amount of frictional energy throughout the plates and
therefore increase their lifespan.
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4.2. Progress of the Work

4.2.1. Specifications of Friction Clutch Mechanism Used In Cars

In order to get a clear idea of the materials used in the modern cars, we collected some data about the
clutch mechanism of various cars and consolidated them in tabular form. These data will help us to
comprehend the recent trend in the automotive industry. Also it will tell us which materials are usually
used based on the purpose the car serves. From these data, we will try to improve the existing
mechanism in the modern vehicles.

The first set of data has been collected by person from various service centres in our locality.

Name of Application Facing material Diameter Thickness Torque

vehicle of clutch (in mm) (in mm) capacity
(in Nm)
Ford Fiesta Road Organic steel 220 7.11 192
Mk3/4 and backed
1.6
Volkswagen Competition 200 7.62
Vento 2.8
VR6
Porsche 924 Competition Cerametallic 215 8.38
turbo
Volkswagen Competition Cerametallic 200 7.62
Polo Mk G40

Along with these data, we also collected some standard clutch specifications from the official websites
of various car manufacturers. Those data have been provided below in the tabular format.

Name of Application Facing material Diameter Thickness Torque

vehicle of clutch (in mm) (in mm) capacity
(in Nm)
Honda Road/ - 220 - 245
Integra R Competition
Jaguar E-type Road/ Organic 240 8.38 366
Competition
Nissan 200 Road/ 240 385
SX Competition
Renault Competition 200 7.11
R1916V
Toyota Competition 237
Celica 4*4
turbo
Volvo S40 Competition 215 7.62

BMW Competition Cerametallic 240 8.38

M3E36
Lamborghini Road/ Organic 267 8.38 440
Cheetah 3.5 Competition
V8
Mitsubishi Road/ Organic 240 8 620
EVO 10 Competition

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4.2.2. Properties of Materials Used Modern Friction Clutches
The typical values for the properties of friction linings, dynamic friction coefficients, permissible
contact pressure and temperature limits has been given below:

Material µdry µoil pmax (MPa) t (oC)

Moulded 0.25 – 0.45 0.06 -0.10 1.035 -2.07 200 - 260
components
Woven materials 0.25 – 0.45 0.08 -0.10 0.345 - 0.69 200 - 260
Sintered metal 0.15 – 0.45 0.05 -0.08 1.035 -2.07 230 - 680
Cork 0.30 – 0.50 0.15 -0.25 0.055 - 0.1 80
Wood 0.20 – 0.45 0.12 -0.16 0.345 - 0.62 90
Powder metal on 0.4 .1 .8 550
cast iron
Cast iron 0.15 – 0.25 0.03 -0.06 0.69 -1.725 260
Bronze on cast iron - .05 0.4 150
Hardened steel on - .08 0.8 250
hardened steel
Paper based - 0.10 -0.17
Pressed asbestos on 0.3 - 0.2-0.3 150-250
cast iron or steel
Graphite/resin - 0.10 -0.14

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Formulas to be used

P = (2.π.N.T)/60
From this formula we can find out torque to be transmitted by the clutch

Where,
P=power of the engine
N= rpm of the engine
T= torque transmitted by the engine

For uniform pressure condition

Axial force on clutch W = π.p. (ro2-ri2)

Total frictional torque acting on the clutch T= n.µ.W.R

Mean radius of friction surface R= {2. (ri3-r03)} / {3. (ro2-ri2)}

p= average pressure
r1=outer radius of the clutch
r2= Inner radius of the clutch
µ= Co-efficient of friction of clutch facing

For uniform wear condition

p.r = constant = C

pmax.r2=C or Pmin.r1=C
𝑟1
Axial force on friction surface W=2πC∫𝑟2 𝑑𝑟 = 2πC(r1-r2)

Total frictional torque acting on the clutch T= n.µ.W.R

Mean radius of friction surface R= (r1+r2)/2

For multiple disc clutch n=n1+n2-1

n1=no of plates in the driving clutch

n2= no of plates in the driven clutch

Problems:

Single plate clutch

T=215 Nm, P=40 kw

N=1750 rpm

Do=220 mm

Di=150 mm

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Multi plate clutch:

P=25kw

N=1500rpm

Do=300

Di=200

No of plates on driving shaft=3

No of plates on driven shaft=2

Volkswagen Vento 2.8 VR6 engine:

Output

Power output 150–170 PS (110–130 kW; 150–170 hp)

Torque output 209–220 N·m (154–162 lb·ft)

Ford fiesta Mk3/4 and 1.6

Power 59–91 bhp (44–68 kW)

Max Power 70@5500

Max Torque 105@2500

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