IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China

Optimum Design of Automobile Diaphragm

Spring Clutch
Zhao Li-jun*, Liu Tao**, and Song Bao-yu***
* Automotive Engineering Department, Harbin Institute of Technology, Weihai, China. Email: lijun7422@263.net
**Automotive Engineering Department, Harbin Institute of Technology, Weihai, China
*** School of Mechanical and electrical Engineering, Harbin Institute of Technology, Harbin, China.

Abstract—In order to meet the design requirements and π

characters, the optimum mathematical model of a light Tc = fFZRc = fZp0 D3 (1 − c3 ) = β Temax (1)
carry truck’s diaphragm spring clutch is established to 12
decrease its size as far as the engine torque is reliably where Tc is the static friction moment (N·m); f is the
transferred. The truck’s clutch design is optimized by static friction factor of friction surfaces; F is the working
MATLAB optimum toolbox. The 3-D model of the pressure of the platen on the friction surface (N); Rc is the
optimized results is established by Pro/E and the Finite
Element Analysis is carried out. It’s proved that the design average friction diameter of the friction plates (mm); Z is
period can be shortened, the clutch size can be decreased the number of friction surfaces; c is the ratio between the
and the production cost can be lowered. inside diameter and the outside diameter of the friction
plate; β is the reserve factor of the clutch.
Keywords — Clutch; Optimum design; MATLAB; Finite
element The unit pressure p 0 can be calculated by formula (1)
and it is also dependent on F , D and d . Thus, the
I. INTRODUCTION following variables are chosen for the optimum design of
As an important part of modern design theories and basic clutch parameters:
methods, optimum design has become a new effective X = [x1 x 2 x3 ] = [F D d ]
T T
(2)
way for engineering design since 1960s when computer
technique was introduced into engineering design. It may B. The Objective Function
shorten the design period, improve the product The objective of the optimum design of basic clutch
performances and lower the production cost [1], [2], [3], parameters is the minimum of the structure size as far as
[4]. FMINCON provided by MATLAB optimum toolbox the clutch performance requirements are met. The
may effectively solve the problem of optimization. Then objective function is:
the optimized results can be analyzed with a 3-D model
⎡π ⎤
of PRO/E and a model of finite element analysis in order (4
)
f (x ) = min ⎢ D 2 − d 2 ⎥ (3)
to prove the correctness of the optimized mathematical ⎣ ⎦
model and the rationality of the optimized results. C. The Constraint Conditions
Currently optimum methods have been widely applied
in automobile design [5], [6], [7]. An ideal automobile (1) The outside diameter of the friction plate D should
clutch should transmit the engine torque reliably and save confine the maximal circumference velocity vD within
labor in operation. In addition, its size should be 65~70m/s, i.e.:
minimized and the cost should be lowered.
π
vD = nemax D ×10−3 ≤ 65 ~ 70 (4)
II. THE OPTIMUM MATHEMATICAL MODEL FOR BASIC 60
CLUTH PARAMETERS where nemax stands for the maximal rotate speed (r/min).
The basic clutch performance parameters mainly include (2) The ratio between the inside diameter and the outside
the reserve factor β and the unit pressure p0 . The main diameter of the friction plate c should be within
size parameters include the outside diameter of the 0.53~0.70, i.e.:
friction plate D and the inside diameter d and the 0.53 ≤ c ≤ 0.70 (5)
thickness of the friction plate b . The variation of these (3) To ensure that the clutch can transfer the torque
parameters influences the structure size and working reliably and prevent the overload of transmitting system,
performances of the clutch. β should be chosen within 1.2~4.0, i.e.:
1 .2 ≤ β ≤ 4 .0 (6)
A. The Design of Variables
(4) In order to install the torsion absorber, the inside
The reserve factor β can be calculated by formula (1), diameter of the friction plate d should be 50 mm greater
dependent on the clutch working pressure F , the outside than the absorber spring’s position diameter 2 R0 , i.e.:
diameter of the friction plate D and the inside diameter d .
d > 2 R0 + 50 (7)

978-1-4244-1849-7/08/$25.00○
C 2008 IEEE
 IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China

(5) In order to reflect the capability of protection against
overload while the clutch transmits torch, the transferred
torch of a unit area should be less than the permitted
value, i.e.:
4TC
TC0 = ≤ [TC0 ]
πZ ( D 2 − d 2 )
where TC0 is the transferred torch of a unit area of friction
(N.m/mm2); [TC0 ] is the permitted value of TC0
2
(N·m/mm ).
(6) In order to lower the heat load of the clutch friction
and prevent the abrasion of the friction plate, the unit
pressure should be decided according to different types of
the trucks and according to the materials of friction,
within a maximal range between 0.10~1.50MPa, i.e.:
0.10≤ p 0 ≤1.50 (9)
(7) In order to reduce the slippery friction when the
automobile starts and prevent the burning of friction plate
due to a too-high surface temperature, the friction work
of a unit friction area for each joint should be less than
III. THE OPTIMUM MATH MATICAL MODEL OF THE
DIAPHRAGM SPRING
The optimum design of the diaphragm spring means
deciding a group of fundamental parameters of the spring,
(8) making its torsion features with load meet the
requirements of the clutch. The spring intensity should
also meet the design requirements so that the optimal
integrating results can be reached [5].
A. The Objective Function
The optimum design of the diaphragm spring tries to
make the capabilities of the spring meet the requirements
of the clutch (transfer the torch reliably and prevent the
overload of transmitting system). This means that the
working pressing force of the diaphragm spring should
not fluctuate too much with the abrasion of the friction
plate. The objective function of the optimum diaphragm
spring design is the minimum average variation of the
diaphragm spring’s working pressing force within the
limit of utmost abrasion. That is:
1 N

the permitted value, i.e.: F ( x) =

N
∑ P −P
i =1
i b
(11)
4W
ω= ≤ [ω ] (10) where Pb is the working pressing force of the new friction
πZ ( D 2 − d 2 )
plate’s diaphragm spring (N); Pi is the working pressing
where ω is the slippery friction work of a unit friction force of the diaphragm spring in the process of abrasion
area (J/mm2); [ω ] is the permitted value of ω (J/mm2); (N); N is the number of equal divisions within the limit
W is the total slippery friction work for one clutch joint of utmost abrasion.
when the automobile starts (J). B. The Design of Variables
The relation between the load of diaphragm spring
F and its torsion λ is:
⎡⎛
πEhλ ln( R / r ) R − r ⎞⎛ λ(R − r) ⎞ 2 ⎤
F = f (λ ) = ⎢⎜ H − λ ⎟⎜ H − ⎟+h ⎥ (12)
6(1 − μ 2 )( R1 − r1 ) 2
⎣⎝ R1 − r1 ⎠ ⎝ 2( R1 − r1 ) ⎠ ⎦
where E is the modulus of elasticity (MPa); μ is the F1B should be equal to the required working pressing
Poisson ratio; H is the height of the plate spring’s inner force FY when the clutch rubs.
frustum in free state (mm); h is the thickness of the
spring armor plate (mm); R is the diameter of the plate F1B = FY (14)
spring at the main aspect in free state (mm); r is the (2) To ensure that the operating points A, B, C have their
diameter of the plate spring at the little end in free state proper positions (A should be to the left of protruding
(mm); R1 is the diameter of the platen at the load point point M, B should be close to the inflexion point H, C
(mm); r1 is the diameter of the supporting ring at the load should be close to the concave point N, as is shown by
Figure 1), the position of λ1B relative to λ1H should be
point (mm).
From formula (12) ,it can be concluded that the six size correctly chosen. Usually λ1B / λ1H = 0.8 ~ 1.0 , i.e.:
parameters H 、 h 、 R 、 r 、 R1 and r1 should be chosen 0.8 ≤ λ1B / H ( R − r ) / ( R1 − r1 ) ≤ 1.0 (15)
as the variables for optimum design, as well as the
deformation of the main aspect λ1B in accordance with the F1
M C′
spring’s working pressing force F1B at the joint working F1A A
B HN
point, i.e.: F1B C

X = [ x1 x7 ]
T
x2 x3 x4 x5 x6
A′
= [H R1 r1 λ1B ] ∆λ λ1f
T
h R r (13)

C. The Constraint Conditions

(1) To ensure that the clutch transfer the torch reliably,
the working pressing force of the diaphragm spring λ1M λ1B λ1H λ1N λ1
Figure 1. The performance curve of the diaphragm spring’s elasticity
 IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China

(3) To ensure that the clutch can transfer the torch The Parameters
Before After
Round
reliably after the friction plate abrades and considering Optimized Optimized
the drop of friction factor, the working pressing force of Height of the Inside Frustum (mm) 5 4.4 4.5
Thickness of the Armor Plate (mm) 2 2.1 2
the spring after the friction plate abrades F1A should be
Diameter of the Plate Spring at the
205 178.6 180
greater than or equal to the pressing force of the new Main Aspect in Free State (mm)
friction plate F1B , i.e.: Diameter of the Plate Spring at
150 122.7 123
the Little End in Free State (mm)
F1A ≥ F1B (16) Diameter of the Platen at the
200 175.3 176
(4) In order to meet the requirements of clutch Load Point (mm)
Diameter of the Supporting
performances, H / h of the spring and the initial base Ring at the Load Point (mm)
155 127.8 128
cone angle α ≈ H / (R − r ) should be within a certain Deformation at the Working
3.68 3.5 3.5
range, i.e.: Point (mm)
1.6 ≤ H / h ≤ 2.2 (17)
V. THE FINITE ELEMENT ANALYSIS
9D ≤ α ≈ H ( R − r ) ≤ 15D (18)
The Finite Element Analysis (FEA) can analyze the
(5) In order to make the friction plate’s working pressing structure intensity and dynamic features of the
force equally distributed, the diameter of the platen at the components. As a modern design method, it may
load point R 1 should be between the average radius of the overcome the problems of traditional design methods.
friction plate and the outer radius, i.e.: The efficiency and precision are greatly improved. It may
(D + d ) / 4 ≤ R1 ≤ D / 2 (19) even solve the issues which traditional methods are at
(6) The separated finger of the diaphragm spring can wit’s end. A special advantage of FEA is that it can solve
separate the levers, thus the lever ration should be chosen the mechanical issues with arbitrary structures and
within a certain range, i.e.: boundary conditions. It has been widely used in
mechanical structure design and calculation and is proved
2.3 ≤ ( rf − r1 ) / ( R1 − r1 ) ≤ 4.5 (20)
to be a reliable theoretical calculating method. With the
(7) The maximal point of the diaphragm spring pressing prevalence and development of computers, FEA has
force σ tBmax should not be greater than the permitted become a crucial part of CAD and CAE. It is an
value, i.e.: indispensable tool for designing almost every machine
and automobile.
σ tB max ≤ [σ tB ] (21)
Based on the former optimized results, a 3-D model of
(8) To meet the requirements of fatigue intensity, the the clutch is established with Pro/E and the finite element
maximal pressing force of point A during the process of analysis is carried out. When analyzing, first of all, the
spring working σ tAmax should not be greater than the clutch cover and diaphragm spring are assembled
permitted value, i.e.: together, then all DOFs of the clutch cover are restricted
σ tAmax ≤ [σ t A ] (22) at the face where the flywheel combines the clutch cover.
At last the evenly distributed pressure is loaded on the
IV. THE INSTANCE OF CALCULATION
clutch cover and the diaphragm spring respectively along
the circumference. With the modules of solid164 and the
The optimum calculation of HB1030G light carry aptitude mesh, the clutch cover is divided into 10287
truck’s diaphragm spring clutch is carried out with units and 10012 nodes and the diaphragm spring is
FMINCON provided by MATLAB optimum toolbox [7]. divided into 8849 units and 8512 nodes. After analysis,
The optimized results are compared with the original the stress and strain of the clutch cover are shown in
parameters. The optimized results of basic clutch Figure 2 and the stress and strain of the diaphragm spring
parameters are shown in Table 1 and the optimized are shown in Figure 3, and their maximum stresses
results of basic diaphragm spring parameters are shown respectively are 73MPa and 1367Mpa. The maximum
in Table 2. The optimized results have been rounded. By reactive forces are smaller than the safe reactive force. It
calculation it’s concluded that the round meets the can be proved that the optimum mathematical model is
constraint conditions. Thus, the optimized results can correct and the optimized results are reasonable.
reduce the total size of the clutch.
TABLE I. THE OPTIMIZED RESULTS OF BASIC CLUTH PARAMETERS

Before After
The Parameters Round
Optimized Optimized
Working Pressure of the
11932 12988 12706
Friction Plate (N)
Outside Diameter of the
250 223.5 225
Friction Plate (mm)
Inside Diameter of the
150 133.8 135
Friction Plate (mm)

TABLE II. THE OPTIMIZED RESULTS OF BASIC DIAPHRAGM SPRING

Figure 2. The nephogram of clutch cover’s reactive force
PARAMETERS
 IEEE Vehicle Power and Propulsion Conference (VPPC), September 3-5, 2008, Harbin, China
Figure 3. The nephogram of diaphragm spring’s reactive force
VI. CONCLUSION
The optimum design and finite element analysis have
been carried out in order to improve the design of clutch
and increase the efficiency of design. The optimum
mathematical model of the clutch has been established
according to the design requirements and characters so
that the weight and size can be reduced as far as the
intensity, rigidity and life span of the spare parts are
ensured. The optimum design is based on MATLAB
toolbox. A 3-D model of the clutch has been established
with Pro/E according to the optimized results and the
finite element analysis has been carried out to prove the
correctness of the mathematical model and the rationality
of the optimized results. It has been proved that the
optimum design is significant for increasing the design
efficiency, reduce the size and weight and lower the
production cost.
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