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DESIGN & ANALYSIS OF DAMPER SPRING AND DRIVE PLATE FOR CLUTCH ASSEMBLY Final Year Project Guided

By Mr. K.E.Kumaraguru. M.E. (Senior Lecturer) Done By J. Dilip Kumar - 11508102008 V. Kishore - 11508102020 R. Praveen Kumar - 11508102032 D. Vignesh Kumar 11508102045

Abstract
Our Project deals with the failure analysis of clutch arising from the daily operation of the vehicle and to provide an economical solution for the problem. Most common failures occurring in the clutch system are Damper Spring Failure, Drive plate fracture. We aim to rectify this type of failure by re-designing and analysing the Damper Spring for a specific type of clutch and also by re-designing (updating) & analysing Drive plate for the proposed design of the spring.

Scope Of The Project


The Scope of our Project involves the Classical Design Calculations for Damper Spring by considering appropriate conditions. The 3D modeling of the parts such as the Damper Spring and the Drive plate are to be done in Catia V5 R20 software. Also note that the Damper Spring Analysis is carried out in Catia V5 R20 (Generative Structural Analysis Module). The Pre-Processing works of Drive plate such as Meshing, Material Definition, Load Definition, boundary definition are to be done in Hyper mesh 9.0 and Solution, Post Processing such as stress and strain contour plot of various sections is to be done using Abaqus 6.10 software.

Introduction

Types Of Friction Clutches


There are many types of friction clutches, yet the following are the most important types: 1. Disc or plate clutches. a) Single Plate Dry Clutch. b) Wet Multi-Plate Clutch. 2. Cone clutches. 3. Centrifugal clutches

Roles Of Clutch
To transmit the torque fully in engaged position role of the facings (coefficient of friction and mean radius)

To restore the engine torque with progressivity role of the cushion disc (Axial stiffness)
To filter the Torsional vibrations on the driveline in all configurations role of the damper spring. (circumferential stiffness and hysteresis)

Clutch Working Procedure


Disengaging : The clutch is disengaged by pushing the clutch pedal down moving the pressure plate away from the friction disc. Engaging : Releasing the clutch pedal engages the clutch. Spring force clamps the friction disc between the pressure plate and the flywheel.

Purpose Of Clutch
Torque Transmission: Allow energy dissipation Avoid Slipping Avoid high wearing Withstand maximum Torque in Drive and Coast. Torque Interruption: Shift ability, Ergonomic, Noise Avoid noise during gear-shifting Avoid judder during re-engagement Allow gear shifting without excessive pedal load Filter Vibrations: NVH Comfort Filtering idle rattle-noise Filtering "clack" rattle-noise

Torque Flow
Flywheel

Clutch facing

Cushion plate

Retainer plate

Damper spring

Drive plate

Hub

Input shaft of Gearbox

Role of Damper
It reduces vibrations while transmission of power from engine to gear box. It absorbs the cyclic vibrations from the rotation of crankshaftflywheel-clutch. These cyclic vibrations depend upon the inertia while rotation of crankshaft-flywheel-clutch. These cyclic vibrations give rise to a rough clutch operation to the driver. Hence the presence of damper will eliminate these unnecessary rough operating conditions.

Damper Springs:
These springs are placed radially in the clutch disc assembly. Absorbs the Vibrations produced during the engine operation. These Springs will be compressed while transmitting torque and absorbing torsional vibrations.

Cushion Disc:
It is placed between the two friction facings. These cushion discs are slightly bent to an angle so that it takes up crushing load or impact loading.

Hysteresis curve

PROBLEM DESCRIPTION

We were assigned with the task of identifying, rectifying the problem of particular type of clutch. Based on Customer Complaints & failure reports, we listed out all causes of failures that occurred in the clutches: Damper Spring Failure. Drive Plate Fracture. Uneven Finger height. Clutch Judder. Scoring of pressure plate. Face Wear. Clutch Drag. Clutch Slip. Spline Wear.

Thrust Bearing Damage. Hub Rivet Failure. Mounting Bolt Failure. Flywheel Scoring. Hard Clutch Operation

By Cross referencing the problems and symptoms of failure in clutches, a graph depicting all the problems was plotted and also listing the number of times the each particular type of failure has occurred.

Customer complaint report


CUSTOMER COMPLIANTS- April 07 to April 08
1200

1028 1000

800

No of Pieces

600

400 261 225 200 185 145 100 20 0 Clutch not working Clutch hard Gear Shift hard Juddering Spring Failure Slip / Poor pickup Clutch Jerking Burnt / Damage Visually ok Other Complaints 52 18 0

Models

Result of graph
From the above we can see that the main type of failure and the cause for the clutch to fail or stop working is Damper Spring Failure. This Graph reveals that the failure of Damper Spring has occurred at least 1028 times since the start of production in 2007.

Root cause analysis:


We carried out further root cause analysis to find the reason
why the failure of clutch is occurring due to Damper spring failure.

In our root cause analysis study we used 5W+2H and Fish Bone Diagrams to single out our problem.

5 W + 2H Analysis Clutch Failure (Hard gear shifting)

What Happen? Why is it a Problem?


When it happened? Who detected? Where detected How detected? How Many?

The car cannot be moved


2007- Present Customer end Customer dealer end During Vehicle running. Refer graph.

Our view
What symptom do we see on i. Spring came out from Disc the part? assembly. ii. Spring shear failure. Was part reworked by No company? When was it manufactured at 2007 (Start Of Production ) company? Who manufactured? Company Disc assembly line operator Is the product used in any other No application? Does defect occur when part is No delivered to Customer? Did a similar problem happen No before?

Fish Bone Diagram

Man:
Based on the Service Report the Following was determined: Clutch riding : It is not the cause of this failure Frequent Clutch change : It is not the cause of this failure Improper Pedal Adjustment : Vehicles were checked for this and this is not the cause of failure Clutch Design : To be reviewed.

Spring Material Report


Sl. No Company Material Report Test Parameters Specification Case 1 Free from seams, pits, die marks, uniform end chamfer Case 2 Case 1 Case 2 Supplier Material report Judgment

Visual

OK

OK

OK

OK

OK

Chemistry

C : 0.5 0.6% Mn : 0.5 0.8% Si : 1.2 1.6% S : 0.025%Max P : 0.025%Max Cr : 0.5 - 0.8%

0.53 0.68 1.29 0.02 0.015 0.7

0.55 0.70 1.35 0.021 0.015 0.65

Not Given

Not Given

OK

3 4

Hardness Microstructure

~ 55 HRc Fine Tempered Martensite

56 HRc Confirms No decarb noticed Confirms

55 HRc Confirms No decarb noticed Confirms

53 Confirms

54 Confirms

OK OK

5
6

Decarb layer
Shot peening coverage

< 10 microns
Min 90%

Not Given
Confirms

Not Given
Confirms

OK
OK

Fish bone diagram

Conclusion of Root Cause Analysis


Based on the spring material report, the spring meets the chemical, Hardness & Microstructure Threshold References. From the above condition material was eliminated. All the factors show that the main problem is spring coming out of the assembly. This problem of spring failure originates from Disc Assembly. The only problem is found to be in the spring design under the section Man from sub division of Clutch Design, meaning the clutch plate design had to be updated.

DAMPER SPRING DESIGN CALCULATION

The Springs Physical Requirements:


Mean Coil Diameter DM (mm). Wire Diameter D (mm). Free Length (mm). Solid Length (mm). Stiffness (N/mm). Deflection (mm). Spring Index. Number of coils.

Assuming that the outer diameter of the spring to be 19.5mm.

To calculate the Mean Diameter (DM):


DM DM = (D1 D) = (19.5 3.5) = 16mm

To calculate the Coil ratio (C):


C = DM / D = 16/ 3.5

C = 4.5 (Criteria: Should be more than 3.0)

To calculate the Wahls factor (K):


K = (4 x C) 1 (4 x C) 4 + 0.615 C

= (4 x 4.5) 1 (4 x4.5) 4

0.615 4.5

K = 1.352

To calculate the Stress ():


= 8 W DM x K D3

8 x 670 x 16 x 1.352 x 3.53

= 860 N/mm2

Criteria: Should be less than 1100 N/mm2

Factor of Safety (FOS):


FOS = Ultimate Shear Stress Working Shear Stress FOS = 1100 860

FOS = 1.3

To calculate the Deflection ():


= 8 W DM3 Nu G D4 = 8 x 670 x 163 x Nu 83000 x 3.54

Here both deflection and active no. of coils are unknown. So, by assuming Active Coils the Deflection is obtained.

Assuming Nu = 4.5, we get


= 8 mm.

To calculate the Total Coils (n):


n = NU +1.5 (for squared and ground ends) = 4.5 + 1.5 n =6

To calculate the Solid Length (LB):


LB = N x D = 6 x 3.5

LB = 21mm

To calculate the Free Length (LF):


LF = Solid length + deflection + Clashing Allowance LF = 21 + 8 + 1 mm

LF = 30 mm.

To calculate Spring Rate (Stiffness) R:


R= G x D4 8 x DM3 x Nu

R = 83000 x 3.54 8 x 163 x 4.5 R = 84.4 N/mm.

The Specifications of this resultant design is acceptable according to the Torque Application, Stress condition and Space considered. It can be seen that all the parameters have been calculated and are found to satisfy the design criteria. So, spring design is found to be SAFE.

3D MODELING OF THE DAMPER SPRING

THE LOGIC IN DESIGN

Stage I (prototyping)

Stage II (pilot production)

Stage III (Mass Production)

If review needed

The modeling of spring was done in CATIA V5 R20 it is obtained by using various techniques such as:

Surface Sweep. (with pulling direction) Extract Boundary. Rib Definition. Pocket Definition. (for squared and ground ends) Close surface.

Modeled Spring From CATIA V5

Finite Elemental Analysis Of Spring Using Catia Generative Structural Analysis:


Generative Structural Analysis:
The spring model was Meshed with a Tetrahedron structure with the following definition: Element Size: 1mm Sag Size: 0.2mm Mesh:

Entity
Nodes Elements

Size
44026 25165

Element type: Connectivity TE10 Statistics 25165 ( 100.00% )

Materials:
Material Young's modulus Poisson's ratio Density Yield strength Steel 3e+007N/m2 0.3 7860kg/m3 2.5e+008N_m2

Boundary Conditions:

One end of the spring and its washer (spring seat) has been fixed. On the other face a Linear Distributed load of 1541 N has been applied. This load of 1541 N corresponds to Over torque condition (2.3 x Max torque) of Engine.

Meshed Spring:

Static Case Solution - Deformed Mesh:

Static Case Solution - Von Mises Stress

Cut Sectional View:

Static Case Solution - 1 Principal Stress Component:

Conclusion (spring design)


As it can be seen from pictures and stress levels, critical stress is not induced in the spring even at over torque conditions; hence we conclude the design of the spring to be SAFE.

Analysis Procedure For Drive Plate

Finite Elemental Analysis method is used to analyze the drive plate (Pre-processing in hypermesh, solution and postprocessing in Abaqus).
Checked for over-torque and self load arising due to rotation. Drive plate is made from DD11 steel with yield point at 300 N/mm^2

Continued
The load constraints are: The teeth of the drive plate that mates with hub is provided zero Degree of Freedom [no motion]. The Calculated spring load is applied on the face of the drive plate window [1541 N]. Rotational load(centrifugal) constraint is provided for the drive plate @[3500rpm]. Only static analysis is carried out. The real time validation is done with the assembled unit within the customer premises and only the result date is flourished.

Drafted Image Of Existing Drive Plate

Modeled Drive Plate In Catia V5

Meshed Drive Plate

Tetramesh with 2D set to tria and 3D to tetra element and feature angle is set to 45

Von Mises Stress Contour Of Drive Plate

The image shows the max. Von-Mises (in N/m2) stress plot on the drive plate where the before mentioned load constraints are provided and post-processed. The Max stress region is observed in a region between the red and the orange domain on the plot.

Von Mises Stress Plot On The Critical Region

Red and Orange domains are observed at the contact region of the spring and the drive plate window.

Von Mises Stress at Teeth Contact Point

Max stress region found at the teeth contact point of the drive plate and the drive hub. These have been reduced in order to save teeth damage.

Strain Contour Plot Of The Existing Plate

It is evident from the above contour that the critically strained region are those which have the direct contact with the transmitting elements (spring, stop pin, drive hub).

Strain at Teeth Contact Point

The critically strained region at the teeth contact point. This can be minimized by increasing the thickness of the plate.

Strain at Stop pin contact point

Critically strained region at the stop pin contact point. This can be diminished by increasing the thickness of plate.

Reason For The Re-design


With respect to the early design, the window size is more to accommodate the new spring. So it has to be reduced, keeping in mind that the damping characteristics of spring is under the limit.

In order to reduce the max stress and the strain level in the critical points the thickness is increased. The increased value is chosen to be 3.5mm from various iteration on the design.

Drafted Image Of New Design

Modeled New Drive Plate In Catia V5

Meshed Image Of New Plate

Tetramesh with 2D set to tria and 3D to tetra element and feature angle is set to 45.

Von Mises Stress Contour Of Drive Plate

The relieved stress contour plot upon increasing the thickness and under similar load condition.

Von Mises Stress Plot On The Critical Region

Relieved stress plot at the spring contact points on the drive plate window. The image highlights the corner points where the stresses are diminished in magnitude.

Von Mises Stress at Stop Pin Contact Region

Relieved stress plot at the stop pin contact region.

Strain Contour Plot Of The New Plate

Relieved strain contour plot on the drive plate.

Strain at Hub Teeth Contact Regions

Relieved max. strain region on the hub teeth contact regions. Proves a safer design.

Strain at Spring Contact Face & Stop Pin Region

Relieved max. Strain region at the Spring contact face and the stop pin regions.

Conclusion Based On Virtual Simulations


It is seen from the various stress contour of different section of the drive plate, that the newer design has provided the satisfactory result. Due to the increase in the thickness increases the area of contact with the stop pin and the spring, thereby reducing the maximum pressure that is imposed due the forces on the elements.

The design is proposed for proto-typing at the Stage I of the design loop and the results are purely based on the assembled testing. The components arent tested on individual bases.

Real Time Validation


Spring Fatigue Test: Test Condition: The spring is subjected to axial dynamic testing from Free Length to LMU for at least 6 x 106 cycles at ambient temperature (guide frequency: 5 to 50 Hz, recommended value 33 Hz). Test Result: Spring has passed the 6 million cycle test.

We planned to simulate Durability Test For Disc Assembly: the existing failure in test lab. We made the new disc assembly with existing design. After the disc assembly, we started the Over Torque durability test until failure.
Test Condition: Torque No. of Cycle Temperature

: 2.3 times of Engine Torque : Till Failure. : Room Temperature (28C)

Test Result: Disc assembly has failed during the 1,56,875 cycles. Spring failure is similar to field failure. So, confirmed that Drive Plate center & Drive Plate profile design.

Conclusion:
In this project, we have considered all the relevant factors of the types of failures, the different modes of failures of the clutch and then identified the most common type of failure (damper spring failure). The damper spring was modeled and analyzed in Catia V5 R20. The Driveplate has been modeled in Catia V5 R20 and the analysis were done with softwares such as Hypermesh v9.0 and Abaqus 6.10. The Company has validated our design by creating prototypes and then putting them through a series of bench tests, it is found that the parts have substantially passed all the tests.

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