FINITE ELEMENT ANALYSIS OF THERMAL

BUCKLING IN AUTOMOTIVE CLUTCH PLATE

Sital Kumar sah1, Nishar Alam khan1,Ashoka Nand Jha1 Dr. Ganapathi M2
1-Mtech,VIT Vellore
2- Proffesor,School of Mechanical Engineering,VIT Vellore

Abstract— Thermal buckling behavior thermal buckling is believed to be one of the

of automotive clutch discs is studied by making the dominant failure mechanisms in clutch disc due to
use of finite element method. It is found that the their small thicknesses. For analysis of thermal
temperature distribution along the radius and the buckling commonly use software are ABAQUS,
thickness affects the critical buckling load ANSYS, COSMOS etc. The analysis capabilities of
considerably. The results indicate that a monotonic ANSYS include the ability to solve static and
temperature profile leads to a coning mode with dynamic structural analyses, steady-state and transient
the highest temperature located at the inner radius. heat transfer problems, mode frequency and buckling
Whereas a temperature profile with the maximum Eigen value problems, static or time varying magnetic
temperature located in the middle leads to a analyses and various types of field and couple field
dominant non-axisymmetric buckling mode, which applications[5].
results in a much higher buckling temperature. In this study we have decided to design, analyse and
The temperature along the thickness can be determine the effect of thermal loading and the critical
simplified by the mean linear uniform temperature buckling temperature of clutch plate caused by
method in the single material model. Equations are uniform linear temperature distribution by varying the
derived to validate the result. The research findings ratio of internal to external radius.
from this paper are useful for automotive clutch
design against structural instability induced by Finite element method simulation
thermal buckling.
Methodology
Keywords—Isotropic material, thermal buckling
effect, critical buckling temperature, Ansys software
Introduction
Clutch is a mechanical device that used to engages
and disengages the power transmission. In the basic
application, clutch connect and disconnect driving
shafts and driven shafts. One shaft is typically attached
to an engine or other power source while the other
shaft provides output power for work. While typically
the motions involved are rotary, linear clutches are
also possible. In a torque-controlled drill for instance,
one shaft is driven by a motor and the other drives a
drill chuck The clutch connects the two shafts so they
may be locked together and spin at the same speed,
locked together but spinning at different speeds, or
unlocked and spinning at different speeds.
It is well known that automotive clutches can fail at
elevated temperatures and thermal stresses due to the 1. Material Selection
frictional heat generation at the contact surfaces during Various types of material are there for clutch plate
clutch operation. The mechanism of failure, however, like Grey cast iron, Sintered brass Asbestos, E-Glass
varies depending on the operating conditions. The fiber composite, Aluminium A-360 Alloy, Silicon
most important failure mechanisms include carbide [SiC], etc. But for our analysis purpose
thermoelastic instability or hot spotting [1, 2], thermal aluminium A-360 alloy and Grey cast iron has been
cracks [3] and thermal buckling [4].Among them, considered.
 Table 2 Properties of Aluminium A-360
2. Create Geometry Alloy
Creating geometry is the process of developing 2D or Young’s modulus of 70*103 N/mm2
3D model for analysis purpose. We are creating model elasticity (E)
into ANSYS software by using command call Poisson’s ratio (ν) 0.33
modeling heading on the Preprocessor menu. Now Melting point (M) (557-596)C
create the circles. Under the ‘-Areas-‘heading click Coefficient of thermal 21*10-6/C
Circle, then ‘Solid Circle’ on the resulting menu. expansion (α)
Create the circles by entering the internal and external Density (ρ) 2.63*10-6 kg/mm3
diameter and thickness.
4. Meshing
Meshing is the process of dividing the continuous
body into finite element of element. It is done to
make the problem solvable using finite element.
By meshing we break up the domain into pieces,
each piece representing element

Figure 1: Schematic Diagram of Clutch Plate

3. Defining material properties

a) Grey cast iron: Most of the clutch disc is
generally made from grey cast iron. It has
high heat capacity and wear resistant. It also
withstand high temperature. It is an isotropic
material having same material properties
along all 3D directions. Grey cast iron is Figure 2 Finite Element Model for Thermal
available in various grades. In our analysis Buckling Analysis
the automotive grey cast iron is appropriate
in which the grey cast iron (FG 300) has 5. Applying Boundary conditions and Loads
been chosen. The properties required for
• Displacement: Fixing the displacement on all
analysis purpose are shown below. circumference nodes in UX and UY
Table 1 Properties of grey cast iron direction.
Young’s modulus of 165*103 N/mm2
• Temperature: Applying the temperature
elasticity (E)
2150C on all nodes.
Poisson’s ratio (ν) 0.26
Melting point (M) 1380C 6. Solving process of geometry
Coefficient of thermal 13*10-6/C
expansion (α) • Selecting Eigen buckling type of analysis.
Density (ρ) 7.25*10-6 kg/mm3 • Bloke lanczos mode extraction method with
Five modes to extrac.
b). Aluminium A-360 Alloy: There are
various aluminium alloy available, among 7. Post Processing
these aluminium A-360 Alloy are most Thus, the deformed shape, temperature
flexible materials which can be used for distribution along X-axis, sum of the vector
clutch disc due to its thermal and displacement and the iteration of the critical
mechanical stability under different buckling temperature for grey cast iron (FG-
loading Condition. A-360 is an aluminium 300) are shown figure. And that for
alloy with excellent pressure tightness and aluminium alloy (A-360) are shown in figure.
fluidity. It has a silicon content and offers a) Grey cast iron
high corrosion resistance as well as high For different β values, where β= inner
strength, even in elevated temperatures. diameter/outer diameter of clutch disc.
 Table 3: Parameters of clutch disc
S. External Internal Thickness β
No radius radius h (mm) (b/a)
a (mm) b (mm)
1. 160 80 3 0.5
2. 175 70 3 0.4
3. 200 60 3 0.3
4.` 225 45 3 0.2

Figure 6: Temperature distribution along x-axis

for for β=0.5

Figure 3: Deformation due to thermal stress for β=0.5

Figure 7: Deformation due to thermal stress for β=0.4

Figure 4: Stress distribution along x-axis for β=0.5

Figure 8: Stress distribution along x-axis for β=0.4

Figure 5: Displacement vector sum for β=0.5

Figure 9: Displacement vector sum for β=0.4

 Figure 14: Temperature distribution along x-axis
Figure 10: Temperature distribution along x-axis for β=0.5
for β=0.4
b). Aluminium alloy (A-360)

Figure 15: Deformation due to thermal stress for

Figure 11: Deformation due to thermal stress for β=0.4
β=0.5

Figure 12: Stress distribution along x-axis for β=0.5

Figure 16: Stress distribution along x-axis for β=0.4

Figure 13: Displacement vector sum for β=0.5 Figure 17: Displacement vector sum for β=0.4
 ΔTcr = * ncrT - 2(Tm – T0)

ΔTcr = * 73.6 - 2x5

= 144.40C
For uniform temperature rise

ΔTcr = * ncrT

ΔTcr = * 73.6

Figure 18: Temperature distribution along x-axis = 77.25 C

for β=0.4 Table 3 Critical Buckling Temperature (ΔTcr)
Analytical calculations For Grey Cast Iron (FG-300)
Now the calculation for the critical buckling Critical Critical
temperature of clutch plate disc made of grey cast Plate(P) Value of β buckling buckling
iron (FG -300) and aluminium alloy (A-360) are temperature temperature
calculated as follows for different case. for LTD for UTR
Formula for uniform temperature rise ΔTcr (C) ΔTcr (C)

ΔTcr = * ncrT 1. 0.5 253.3 131.7

2. 0.4 210.1 108
Formula for uniform linear temperature across
the thickness 3. 0.3 158.5 84.3
ΔTcr = * ncrT - 2(Tm – T0) 4. 0.2 123.5 66.3

Table 4 Critical Buckling Temperature (ΔTcr)

Calculation for Grey cast iron (FG-300) For Aluminium alloy (A-360)
Case 1: β=0.5
Critical Critical
Parameters for the clutch plate are given below:
Plate(P) Value of β buckling buckling
• External radius of plate (a) = 160 mm temperature temperature
• Internal radius of plate (b) = 80 mm for LTD for UTR
• Thickness of plate (h) = 3mm ΔTcr (C) ΔTcr (C)
Therefore, δ = h/a = 3/160 = 0.01875,
β = b/a =80/160 = 0.5, ncrT = 73.6 1. 0.5 144.4 77.3
For linear temperature distribution
2. 0.4 119 63.5
ΔTcr = * ncrT - 2(Tm – T0)
3. 0.3 88 49.4
ΔTcr = * 73.6 - 2x5
4. 0.2 68.1 38.9
= 253.27 C
For uniform temperature rise
RESULT
ΔTcr = * ncrT A graph is plotted with value of β in X axis
and critical buckling temperature of clutch plate discs
= * 73.6 made of grey cast iron (FG-300) obtained from the
analysis in Y axis
= 131.719 C
Calculation for Aluminium Alloy (A-360)
Case1: β=0.5
For linear temperature distribution
 Table 5 Comparison of ΔTcr Results by FEA
Simulation and by Analytical Method

Value of ΔTcr Value of ΔTcr by

by Analytical
Plate Value FEA Method (C)
(P) of β Simulation (C)
For For For For
Grey Alumi Grey Alum
Cast nium Cast inium
Iron Alloy Iron Alloy
1. 0.5 252.3 145.6 253.3 144.4
Graph 1: Influence of β Ratio on ΔTcr for Grey cast 2. 0.4 203.7 116 210.1 119
iron 3. 0.3 160.5 89.8 158.5 88
A graph is plotted with value of β in X axis 4. 0.2 127.1 70.8 123.5 68.1
and critical buckling temperature of clutch plate discs
made of aluminium alloy (A-360) obtained from the CONCLUSION
analysis in Y axis The objective of this study is to determine
the critical buckling temperature of clutch plate disc
made of isotropic material by using FEA simulation
as well as by analytical calculations and to compare
the results to suggest the better isotropic material that
can be used for an automotive clutch plate which can
withstand against thermal loading. Therefore as per
our objective we have determined the critical
buckling temperature for two isotropic material for
various consideration and different cases. Following
conclusions were drawn from the finite element
analysis and analytical calculation.
The critical buckling load and the dominant
buckling mode are significantly affected by the
Graph 2: Influence of β Ratio on ΔTcr for temperature distribution. For the uniform linear
aluminium alloy (A-360) profile of temperature depends on dimensions of the
plate and thermal and mechanical properties of the
280 material. And the critical buckling temperature of the
260 clutch plate is higher for uniform linear temperature
240 distribution than that for uniform temperature rise.
220
200
180
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