FORM – 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10 and rule 13)
FLYWHEEL ASSEMBLY FOR ENHANCED HEAT DISSIPATION AND
RESISTANCE TO THERMAL CRACKING
APPLICANT(S):
VE COMMERCIAL VEHICLES LTD
102, INDUSTRIAL AREA 1, PITHAMPUR- 454775, DIST. DHAR, MP, INDIA
Inventors:
Kartik Tajta
Ashish Jain
P. Kumar
Akhilesh Shukla
Sachin Agarwal
The following specification particularly describes the invention and the manner
in which it is to be performed.
2
FLYWHEEL ASSEMBLY FOR ENHANCED HEAT DISSIPATION AND
RESISTANCE TO THERMAL CRACKING
FIELD OF THE DISCLOSURE
[0001] This invention generally relates to some automotive powertrain components,
and more particularly to flywheel assembly for enhanced heat dissipation and resistance5
to thermal cracking for use in a heavy-duty internal combustion engine.
BACKGROUND OF THE INVENTION
[0002] The subject matter discussed in the background section should not be assumed
to be prior art merely as a result of its mention in the background section. Similarly, a10
problem mentioned in the background section or associated with the subject matter of
the background section should not be assumed to have been previously recognized in
the prior art. The subject matter in the background section merely represents different
approaches, which in and of themselves may also correspond to implementations of the
claimed technology.15
[0003] Flywheels used in heavy-duty vehicle powertrains are subjected to severe cyclic
loading and thermal stresses during prolonged operation, particularly under durability
testing and field conditions involving frequent clutch engagement and disengagement.
Such operating conditions generate elevated localized temperatures and repeated
thermal cycling, which may result in thermal fatigue and crack initiation in the flywheel20
structure. These failures are further aggravated in applications involving high load duty
cycles, where heat accumulation and stress concentration reduce structural integrity and
operational reliability of the flywheel.
[0004] Conventional approaches generally employ standard material upgrades or
generalized strengthening measures. However, such solutions often fail to adequately25
address application-specific thermal fatigue and heat dissipation challenges. Generic
design modifications do not effectively mitigate localized stress concentrations or
3
temperature gradients responsible for crack formation. Accordingly, there exists a need
for targeted structural and metallurgical solutions capable of improving heat dissipation
and strength under such demanding conditions, including the incorporation of
reinforcement features such as ribbing structures and thermally conductive alloying
elements, for example molybdenum, to enhance durability and reduce failure risk.5
[0005] According to the patent application number “CN221857423U” titled “Flywheel
for engine”, discloses a flywheel for an engine, which relates to the field of engine
flywheels and comprises an engine flywheel main body, a friction plane is arranged on
the front surface of the engine flywheel main body, a heat dissipation groove is arranged
on the surface of the friction plane, a heat conduction block is inserted in the heat10
dissipation groove, and a wear-resistant sheet is welded on the front end face of the heat
conduction block. A heat dissipation ring piece is welded to the rear side end of the heat
conduction block through an extension plate, the heat dissipation ring piece is attached
to the rear side face of the engine flywheel body through a fastening stud, and a silica
gel heat conduction piece is bonded to the rear side face of the engine flywheel body.15
The utility model solves the problem in the prior art that the heat dissipation mechanism
is assembled on the outer side of the flywheel, so that the plane of the flywheel is
quickly heated due to friction to generate ablation hardening to influence the friction
combining capacity. However, the reference does not disclose the integration of a
ribbing structure to increase the strength and adaptive method to eliminate thermal20
cracks in the flywheel or the addition of molybdenum material to increase toughness,
energy absorption, and the ability to plastically deform without fracturing while
maintaining structural integrity.
[0006] According to another patent application number “CN211314971U” titled
“Flywheel and engine”, discloses a flywheel and an engine. The flywheel comprises a25
flywheel body, a containing cavity is formed in the flywheel body, a communicating
hole is formed in the side, away from a friction surface, of the flywheel body, the
communicating hole communicates with the containing cavity, the containing cavity is
4
filled with heat dissipation substances, and the heat conduction coefficient of the heat
dissipation substances is larger than that of the flywheel body; and the plugging piece
is used for plugging the communicating hole. The flywheel is driven to rotate under the
action of centrifugal force generated by rotation of the flywheel body; the heat
dissipation substance oscillates in the accommodating cavity; according tothe flywheel,5
heat of the friction surface can be rapidly transferred and conducted to the periphery of
the side away from the friction surface through the heat dissipation substance, heat at
the friction surface can be dissipated in time, the effect of dissipating heat of the friction
surface of the flywheel body is achieved even under the condition that the air flowing
capacity is limited, the cooling effect is improved, and therefore the service life of the10
flywheel is prolonged. However, the reference does not disclose the integration of
ribbing structure to increase strength or adaptive method to eliminate thermal cracks
in the flywheel. The reference also lacks the inclusion of molybdenum material for
increased toughness, energy absorption, or structural integrity through plastic
deformation.15
[0007] The cited prior art references disclose flywheel configurations aimed at
improving heat dissipation, their solutions are primarily limited to external heat transfer
enhancements or incorporation of heat-conductive elements and cavities containing
dissipation media. Such approaches focus on managing surface temperature or
transferring friction-generated heat but do not adequately address structural20
strengthening of the flywheel under severe cyclic loading conditions. In particular, the
cited prior art references fail to disclose integration of ribbing structures for increasing
mechanical strength and stress redistribution, or adaptive design methodologies capable
of eliminating thermal crack initiation and propagation arising from repeated
engagement cycles. Furthermore, the prior art does not contemplate metallurgical25
modification through the inclusion of alloying elements such as molybdenum to
enhance toughness, energy absorption, and plastic deformation capacity while
maintaining structural integrity. Consequently, these solutions remain insufficient for
5
mitigating thermal fatigue failure and durability issues encountered in high-load
operational environments.
OBJECTIVES OF THE INVENTION
[0008] An objective of the invention is to provide a flywheel assembly for enhanced
heat dissipation and resistance to thermal cracking for use in a heavy-duty internal5
combustion engine.
[0009] Furthermore, the objective of the invention is to provide a method for
manufacturing flywheel assembly for enhanced heat dissipation and resistance to
thermal cracking for use in a heavy-duty internal combustion engine.
[0010] Furthermore, the objective of the invention is to provide an improved flywheel10
assembly capable of mitigating thermal fatigue failure arising from cyclic loading and
elevated temperatures generated during continuous clutch engagement and
disengagement in heavy-duty vehicle applications.
[0011] Furthermore, the objective of invention is to provide the improved flywheel
assembly to enhance structural strength and durability of the flywheel by incorporating15
reinforcement features including ribbing structures configured to redistribute stresses
and reduce crack initiation.
[0012] Furthermore, the objective of the present invention is to provide the improved
flywheel to improve heat dissipation characteristics of the flywheel through
metallurgical modification, including the addition of molybdenum or similar alloying20
elements, thereby increasing thermal conductivity, toughness, and resistance to
deformation and fracture under thermal loading.
SUMMARY
[0013] The invention relates to a flywheel assembly for enhanced heat dissipation and
resistance to thermal cracking for use in a heavy-duty internal combustion engine.25
6
[0014] According to an aspect, a flywheel assembly for enhanced heat dissipation and
resistance to thermal cracking for use in a heavy-duty internal combustion engine.
Further, the assembly comprising a flywheel body formed from a thermally conductive
alloy having metallurgical characteristics selected to increase toughness and thermal
fatigue resistance. Further, at least one localized structural modification provided5
specifically in regions identified as thermal hot zones during engine operation. Further,
material selection configured to provide coefficient of thermal expansion compatibility
for reducing cyclic thermal stress. Further, localized structural modification and
metallurgical characteristics are determined based on thermal mapping performed using
thermal strips applied to the flywheel during vehicle operation and correlated with10
computer-aided engineering thermal simulation to reduce thermal crack initiation and
propagation.
[0015] According to an another aspect, a flywheel assembly for enhanced heat
dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine. The method comprising applying thermal strips to a flywheel15
installed in a vehicle. Further, mapping temperature distribution during operational
running conditions. Further, identifying thermal hot zones associated with crack
formation. Further, modifying flywheel geometry and metallurgy based on mapped data
and computer-aided engineering simulation. Further, manufacturing a prototype
incorporating the modifications. Further, validating crack reduction through20
remapping. Further, the combined use of in-vehicle thermal strip mapping and
simulation-driven metallurgical and geometric modification provides targeted
elimination of thermal cracks.
7
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] The accompanying drawings illustrate the embodiment of the system. Any
person with ordinary skills in the art will appreciate that the illustrated element
boundaries (e.g., boxes, groups of boxes, or other shapes) in the figures represent one
example of the boundaries. It may be that in some examples one element may be5
designed as multiple elements or that multiple elements may be designed as one
element. In some examples, an element shown as an internal component of one element
may be implemented as an external component in another, and vice versa. Furthermore,
elements may not be drawn to scale. Non-limiting and non-exhaustive descriptions are
described with reference to the following drawings. The components in the figures are10
not necessarily to scale, emphasis instead being placed upon illustrating principles.
[0018] FIG. 1 illustrates an isometric view of flywheel assembly for enhanced heat
dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine, according to an embodiment of the present invention.
[0019] FIG. 2 illustrates a process flow chart for the flywheel assembly for enhanced15
heat dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine, according to an embodiment of the present invention.
[0020] FIG. 3 illustrates a method for manufacturing a flywheel assembly for enhanced
heat dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine, according to an embodiment of the present invention.20
DETAILED DESCRIPTION OF THE INVENTION
[0021] Some embodiments of this disclosure, illustrating all its features, will now be
discussed in detail. The words “comprising,” “having,” “containing,” and “including,”
and other forms thereof, are intended to be equivalent in meaning and be open ended in
that an item or items following any one of these words is not meant to be an exhaustive25
listing of such item or items or meant to be limited to only the listed item or items. It
must also be noted that as used herein and in the appended claims, the singular forms
8
“a,” “an,” and “the” include plural references unless the context clearly dictates
otherwise.
[0022] Although any systems and methods similar or equivalent to those described
herein can be used in the practice or testing of embodiments of the present disclosure,
the preferred, systems and methods are now described. Embodiments of the present5
disclosure will be described more fully hereinafter with reference to the accompanying
drawings in which like numerals represent like elements throughout the several figures,
and in which example embodiments are shown. Embodiments of the claims may,
however, be embodied in many different forms and should not be construed as limited
to the embodiments set forth herein. The examples set forth herein are non-limiting10
examples and are merely examples among other possible examples.
[0023] The present invention related to a flywheel assembly for enhanced heat
dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine.
[0024] FIG. 1 illustrates an isometric view of flywheel assembly (100) for enhanced15
heat dissipation and resistance to thermal cracking for use in a heavy-duty internal
combustion engine, according to an embodiment of the present invention.
[0025] The present invention relates to a flywheel assembly (100) configured for
enhanced heat dissipation and improved resistance to thermal cracking when used in
heavy-duty internal combustion engine applications. The flywheel assembly (100) is20
configured to withstand elevated thermal and mechanical stresses arising from
continuous clutch engagement and disengagement by incorporating structural and
material modifications that promote efficient heat transfer and improved durability.
Such modifications may include reinforcement features for strength enhancement and
metallurgical optimization for increasing toughness and thermal fatigue resistance. By25
reducing localized heat accumulation and mitigating stress concentration, the flywheel
assembly (100) provides improved operational reliability, extended service life, and
reduced failure risk under demanding load conditions.
9
[0026] In some embodiments, the flywheel assembly (100) is formed from a thermally
conductive alloy engineered to efficiently transfer heat away from regions subjected to
frictional and cyclic thermal loading to minimize localized temperature build-up. The
alloy is selected and processed to exhibit metallurgical characteristics that enhance
toughness to enable the material to absorb mechanical and thermal energy and5
plastically deform without fracturing while maintaining structural integrity. Further, a
molybdenum is incorporated as an alloying element to increase such toughness
characteristics. The alloy composition is selected to increase intrinsic thermal
conductivity and thereby enhance radial heat dissipation from mapped hot zones. The
metallurgical characteristics comprise controlled microstructural refinement to increase10
energy absorption capability prior to fracture. Additionally, the material composition
improves resistance to thermal fatigue caused by repeated heating and cooling cycles.
Such characteristics may be achieved through controlled alloying, microstructural
refinement, or heat treatment, resulting in improved crack resistance, structural
stability, and prolonged service life of the flywheel under demanding operating15
conditions.
[0027] In some embodiments, at least one localized structural modification is provided
in regions identified as thermal hot zones during engine operation. Further, such regions
correspond to areas experiencing elevated temperature concentration and associated
stress build-up. The modifications are selectively incorporated only at these identified20
locations to redistribute heat and mechanical loads to reduce stress concentration and
mitigating crack initiation. Such localized structural modifications may include
variation in section thickness, addition of reinforcing ribbing structures, redistribution
of material mass, or surface area enhancement features configured to promote heat
dissipation and structural strength. By targeting the specific hot-zone regions rather25
than applying generalized changes across the entire flywheel body, the design achieves
improved thermal stability, durability, and resistance to fatigue failure under cyclic
operating conditions.
10
[0028] Furthermore, the localized structural modification comprises design alterations
implemented at mapped hot-zone locations identified through thermal analysis. Further,
such alterations include redistribution of mass, addition of heat-spreading ribs,
modification of section thickness, or enhancement of surface area. Redistribution of
mass enables balancing of thermal loads and reduction of stress concentration, while5
heat-spreading ribs increase structural stiffness and facilitate conduction of heat away
from high-temperature regions. Modification of section thickness allows improved
load-bearing capability and control of thermal gradients, and surface area enhancement
promotes more effective heat dissipation to the surrounding environment.
[0029] In some embodiments, the material selection is configured to provide10
compatibility in the coefficient of thermal expansion (CTE) so as to minimize
differential expansion and contraction occurring during repeated heating and cooling
cycles in engine operation. By selecting alloy compositions whose thermal expansion
characteristics are matched with adjoining drivetrain components and within the
flywheel structure itself, cyclic thermal stresses caused by dimensional mismatch are15
significantly reduced. The compatibility limits the development of internal stress
concentrations that may otherwise lead to distortion, crack initiation, or propagation
under sustained thermal loading. Consequently, the optimized material selection
contributes to improved dimensional stability, enhanced resistance to thermal fatigue,
and prolonged structural integrity of the flywheel during demanding operational20
conditions.
[0030] In some embodiments, the localized structural modifications and metallurgical
characteristics of the flywheel are determined through an evidence-based design
approach involving thermal mapping conducted during actual vehicle operation. The
thermal strips (102) are applied to the flywheel surface to identify regions of elevated25
temperature concentration and cyclic thermal loading. The temperature distribution
data obtained from the thermal strips (102) is correlated with computer-aided
engineering (CAE) thermal simulations to analyze heat flow patterns, stress
11
concentration, and crack-prone zones. Based on this correlation, targeted adjustments
in structural geometry, such as reinforcement or mass redistribution, and metallurgical
parameters, including alloy composition or microstructural refinement, are
implemented to mitigate localized thermal stresses. This integrated mapping and
simulation-driven optimization enables precise reduction of crack initiation and5
propagation, thereby enhancing durability and operational reliability of the flywheel
under demanding conditions.
[0031] In some embodiments, the thermal mapping and corresponding structural
modification are performed in an iterative manner to ensure effective mitigation of
thermal cracking. Further, the successive cycles of temperature measurement, analysis,10
design refinement, and validation are carried out. Thermal strips (102) or equivalent
sensing means are used to remap temperature distribution after each modification to
evaluate the effectiveness of implemented structural or metallurgical changes. The
obtained data is analyzed, including through correlation with computer-aided
engineering simulations, to identify residual hot zones or stress concentrations, and15
further design adjustments are made accordingly. The repeated feedback-driven process
continues until validation confirms a measurable reduction in crack initiation or
propagation under operational conditions to ensure that the flywheel configuration
achieves the desired thermal durability and structural reliability.
[0032] In some embodiments, the flywheel assembly (100) is configured to20
demonstrate reduced fatigue-related failures under real-world operating conditions,
particularly in demanding duty cycles associated with tipper and ready-mix concrete
vehicles, where engines are subjected to repeated load fluctuations, frequent
engagement cycles, and elevated thermal exposure. Through improved heat dissipation,
enhanced material toughness, and targeted structural reinforcement, the assembly25
minimizes crack initiation and propagation that would otherwise lead to premature
component failure in field use. As a result, the operational reliability of the vehicle
drivetrain is improved, maintenance interventions are reduced, and vehicle availability
12
or uptime is increased, thereby supporting more consistent performance and
productivity in heavy-duty applications.
[0033] FIG. 2 illustrates a process flow chart (200) for the flywheel assembly (100) for
enhanced heat dissipation and resistance to thermal cracking for use in a heavy-duty
internal combustion engine, according to an embodiment of the present invention.5
[0034] In some embodiments, the flow chart (200) illustrates an evidence-based and
iterative workflow adopted for identifying, analyzing, and eliminating thermal fatigue
cracking in an engine flywheel operating under demanding service conditions. The
process begins with the observation and documentation of thermal cracking in the
engine flywheel, typically identified during durability testing or field operation where10
repeated clutch engagement and high loading generate significant heat and cyclic
stresses. This initial stage establishes the problem baseline and defines the need for
targeted investigation.
[0035] In some embodiments, following identification of the issue, thermal mapping is
conducted during actual vehicle operation to obtain realistic temperature distribution15
data. Thermal strips (102) or equivalent sensing mechanisms are applied to the flywheel
surface to record temperature exposure under dynamic load conditions. The collected
mapping data is then used for identification of hot zones, which are localized regions
exhibiting elevated temperatures or steep thermal gradients that are most susceptible to
crack initiation and propagation.20
[0036] In some embodiments, once hot zones are identified, an analysis of influencing
parameters is carried out to determine root causes of the observed thermal behaviour.
The analysis includes examination of metallurgical properties of the flywheel material,
evaluation of geometric design aspects such as thickness distribution or structural
stiffness, and assessment of operating conditions contributing to heat generation. This25
involve introduction of ribbing structures, redistribution of mass, geometry refinement,
or metallurgical optimization such as alloying adjustments to enhance heat conduction
and toughness.
13
[0037] In some embodiments, after implementing the proposed changes, a modified
flywheel prototype is produced and subjected to prototype evaluation, including
laboratory and operational testing to assess mechanical strength, thermal performance,
and structural response. The evaluated prototype then undergoes performance
validation through remapping, where thermal mapping is repeated under comparable5
operating conditions to verify improvements and identify residual issues. If the
validation confirms reduction or elimination of crack-inducing conditions, the process
culminates in achievement of thermal crack mitigation, indicating successful resolution
of the failure mechanism.
[0038] FIG. 3 illustrates a method (300) for manufacturing a flywheel assembly (100)10
for enhanced heat dissipation and resistance to thermal cracking for use in a heavy-duty
internal combustion engine, according to an embodiment of the present invention.
[0039] At step 302, thermal strips (102) are applied to a flywheel installed in a vehicle.
Thermal strips (102) are applied to the surface of the flywheel installed in the vehicle
to enable direct monitoring of temperature exposure under actual operating conditions.15
These thermal strips (102), which may comprise temperature-indicating or
thermochromic materials, are positioned at selected locations on the flywheel body
prior to vehicle operation so that they respond to heat generated during engagement
cycles and load variations. As the vehicle is run, the thermal strips (102) provide a
visual or measurable indication of peak temperature ranges reached at each location to20
allow identification of regions experiencing elevated thermal loading.
[0040] At step 304, temperature distribution is mapped during operational running
conditions. Temperature distribution is mapped during operational running conditions
to capture realistic thermal behavior of the flywheel under actual service loads rather
than laboratory assumptions. The mapping involves monitoring temperature responses25
across multiple locations on the flywheel while the vehicle is operated through
representative duty cycles, including engagement, disengagement, and load variations.
Data obtained through thermal strips (102) or equivalent sensing means reflects
14
localized heating patterns, thermal gradients, and peak temperature zones generated by
friction and mechanical stress.
[0041] At step 306, thermal hot zones are identified associated with crack formation.
Thermal hot zones are identified as localized regions of elevated temperature
concentration that are closely associated with the initiation and propagation of cracks5
in the flywheel structure. The zones are determined by analyzing mapped temperature
distribution data obtained during operational running conditions. The areas exhibiting
sustained high temperatures or steep thermal gradients are flagged for further
evaluation. Such localized heating results in differential expansion, cyclic stress
buildup, and material degradation over repeated operating cycles to increase10
susceptibility to thermal fatigue failure. Identification of these hot zones enables
targeted investigation of stress concentration and material response, forming the basis
for implementing structural reinforcement or metallurgical adjustments aimed at
reducing crack formation and improving overall durability of the flywheel.
[0042] At step 308, the flywheel geometry and metallurgy is modified based on mapped15
data and computer-aided engineering simulation. The flywheel geometry and
metallurgy are modified based on insights derived from mapped temperature
distribution data and computer-aided engineering (CAE) simulation to address
identified thermal and stress concentration regions. The mapping data provides
empirical evidence of localized heating patterns, which is integrated into simulation20
models to evaluate heat flow, structural response, and fatigue behaviour under
operational conditions. The geometric modifications such as ribbing addition, thickness
redistribution, or mass reallocation are implemented to enhance structural strength and
heat dissipation.
[0043] At step 310, a prototype is manufactured incorporating the modifications. The25
prototype flywheel is manufactured incorporating the identified geometric and
metallurgical modifications to enable practical evaluation of the proposed design
improvements. The manufacturing process reflects the revised material composition,
15
including any alloying adjustments, as well as structural changes such as ribbing
additions, thickness redistribution, or surface modifications derived from prior analysis
and simulation.
[0044] At step 312, the crack reduction is validated through remapping. The combined
use of in-vehicle thermal strip mapping and simulation-driven metallurgical and5
geometric modification provides targeted elimination of thermal cracks. Reduction in
crack formation is validated through remapping of the modified flywheel under
comparable operational conditions. Further, thermal strips (102) or equivalent sensing
means are again applied to monitor temperature distribution after implementation of
structural and metallurgical changes. The remapping process enables comparison10
between baseline and modified thermal profiles to determine whether previously
identified hot zones have been mitigated or eliminated. This validation confirms the
effectiveness of the modifications in reducing localized thermal stress and crack
susceptibility.
[0045] It has thus been seen the flywheel assembly (100) for enhanced heat dissipation15
and resistance to thermal cracking for use in a heavy-duty internal combustion engine,
as described. The flywheel assembly (100) for enhanced heat dissipation and resistance
to thermal cracking for use in a heavy-duty internal combustion engine in any case
could undergo numerous modifications and variants, all of which are covered by the
same innovative concept; moreover, all of the details can be replaced by technically20
equivalent elements. In practice, the components used, as well as the numbers, shapes,
and sizes of the components can be whatever according to the technical requirements.
The scope of protection of the invention is therefore defined by the attached claims.

Claims

1. A flywheel assembly (100) for enhanced heat dissipation and resistance to
thermal cracking for use in a heavy-duty internal combustion engine, the5
assembly (100) comprising:
a flywheel body formed from a thermally conductive alloy having
metallurgical characteristics selected to increase toughness and thermal fatigue
resistance;
at least one localized structural modification provided specifically in10
regions identified as thermal hot zones during engine operation; and
material selection configured to provide coefficient of thermal expansion
compatibility for reducing cyclic thermal stress,
wherein the localized structural modification and metallurgical
characteristics are determined based on thermal mapping performed using15
thermal strips (102) applied to the flywheel during vehicle operation and
correlated with computer-aided engineering thermal simulation to reduce
thermal crack initiation and propagation.
2. The flywheel assembly (100) as claimed in claim 1, wherein localized structural20
modification includes at least one of redistribution of mass, addition of heat
spreading ribs, modification of section thickness, or surface area enhancement,
specifically positioned at mapped hot-zone locations.
3. The flywheel assembly (100) as claimed in claim 1, wherein the metallurgical
characteristics comprise controlled microstructural refinement to increase25
energy absorption capability prior to fracture.
4. The flywheel assembly (100) as claimed in claim 1, wherein the alloy
composition is selected to increase intrinsic thermal conductivity and thereby
enhance radial heat dissipation from mapped hot zones.
5. The flywheel assembly (100) as claimed in claim 1, wherein the thermal
mapping and structural modification are performed iteratively until validation5
confirms reduction of thermal cracking.
6. The flywheel assembly (100) as claimed in claim 1, wherein the assembly
exhibits reduced field fatigue failures and increased operational uptime in tipper
or ready-mix concrete vehicle duty cycles.
7. A method (300) for manufacturing flywheel assembly (100), the method10
comprising:
applying thermal strips (102) to a flywheel installed in a vehicle;
mapping temperature distribution during operational running conditions;
identifying thermal hot zones associated with crack formation;
modifying flywheel geometry and metallurgy based on mapped data and15
computer-aided engineering simulation;
manufacturing a prototype incorporating the modifications; and
validating crack reduction through remapping,
wherein the combined use of in-vehicle thermal strip mapping and
simulation-driven metallurgical and geometric modification provides targeted20
elimination of thermal cracks.
8. The method (300) as claimed in claim 1, wherein the modifications include
selection of materials having compatible thermal expansion coefficients to
reduce cyclic thermal stress.
9. The method (300) as claimed in claim 1, wherein the modifications increase25
thermal conductivity to enhance heat transfer away from mapped hot zones.
10. The method (300) as claimed in claim 1, wherein the validated flywheel is
implemented in heavy-duty diesel engines subjected to high thermal cycling
loads.