Journal of Interdisciplinary Cycle Research ISSN NO: 0022-1945jicrjournal.com/gallery/25-november-2019.pdf · 11/25/2019 · a closer review of the following fields (i) Automotive

DESIGN AND ANALYSIS OF AUTOMOTIVE DRIVE SHAFT WITH COMPOSITE MATERIALS

1M.Suresh,2B.Sudharshan Rao,3K.Dinesh1Principal,2Professor , 3PG Scholar, Dept. Of Mechanical Engineering

1,2,3 Gokula Krishna College of Engineering, Sullurpet ,Nellore , Andhra Pradesh

ABSTRACT

In this paper, the rotor problems and vibration phenomena associated with simple models are often observed in the real world, in this sense topics treated essential for an understanding of the vibration analysis and seeing what makes rotors different in nature from other structure

The analysis is presented in this project explains how rotor whirl amplitude becomes a maximum value at the critical speed and rotational effects, rotational unbalance forces and effective mass is the sum of the rotor mass, the rotor model is allowed to vibrate simultaneously in two directions vertical and horizontal in the case horizontal rotor producing whirl orbits a common source of rotor is unbalance since real rotors can never perfectly balance practically in this analysis gravity forces acted on the rotor and check the rotor dynamic stability, critical seed commonly named as rotational speed at which vibration due to rotor, in order to understand the dynamic characteristics of these machinery faults, the model of rotor describing the mechanical vibration resulting of the motor rotational speed.

The system response depends heavily on the relation between the system natural frequencies and the motor rotational speed. Is at or close to one of the

system natural frequencies, a resonance condition occurs. In present work an attempt has been to estimate deflection, stresses under subjected loads & natural frequencies using FEA and a comparison is made with conventional steel drive shaft.

Materials are taken steel, aluminium boron epoxy, aluminium silicon carbide, carbon epoxy. Comparing the results which one gives better performance and withstanding values next proceed to proto type model.

Key words: drive shaft, structural analysis, vibration analysis, ansys, catia

I. INTRODUCTIONPractically all automobiles (at any

rate those which relate to plan with back wheel drive and front motor establishment) have transmission shafts. Drive shafts are generally made of strong or empty container of steel or aluminum. Over than 70% of single or two-piece differentials are made of a few piece propeller shaft that outcome in a somewhat overwhelming drive shaft. The Graphite/ Carbon/Fiberglass/Aluminum driveshaft cylinder was created as an immediate reaction to industry interest for more prominent execution and proficiency in light trucks, vans and superior automobiles.

The weight decrease of the drive shaft can have a specific job in the general

Journal of Interdisciplinary Cycle Research

Volume XI, Issue XI, November/2019

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weight decrease of the vehicle and is a profoundly attractive objective, on the off chance that it very well may be accomplished without increment in cost and lessening in quality and dependability. It is conceivable to accomplish structure of composite drive shaft with less weight to expand the primary characteristic recurrence of the shaft and to diminish the twisting stresses utilizing different stacking grouping. By doing likewise, the torque transmission and torsion clasping abilities are additionally amplified. The utilization of composite drive shafts in race vehicles has increased extraordinary consideration in ongoing decades. At the point when a steel drive shaft breaks, its parts, are tossed every which way, for example, balls, it is additionally conceivable that the drive shaft makes an opening in the ground and toss the vehicle into the air. In any case, when a composite drive shaft breaks, it is separated into fine filaments that don't have any peril for the driver.

The point of present work manages the substitution of a conventional steel drive shaft with Aluminum Boron Epoxy, Boron Fiber, Boron Nitride and Cost Iron Material and High Strength Steel, Aluminum Boron Epoxy, Boron Fiber, Boron Nitride and High Modulus Steel, Aluminum Boron Epoxy, Boron Fiber, Boron Nitride and White Cost Iron drive shaft for a car application. II.LITERATURE REVIEW

Nowadays, composite materials are used in large volume in various engineering structures including spacecraft’s, automobiles, boats, sports' equipment, bridges and buildings.

The objectives of the present study call for a closer review of the following fields (i) Automotive drive (propeller) shafts (ii) Polymer matrix composite materials in automobile field (iii) Design and theoretical analysis of composite drive shafts (iv) Design and analysis of adhesively bonded tubular joints (v) Design optimization (vi) Finite element analysis of cylindrical parts (vii) Fabrication and testing of composite material angle-ply shafts.

Robert Bosch (1996), Reimpell, et al. (1996), and Fenton John (1998) have depicted and developed a shut structure answer for plan and manufacture of various kinds of drive shafts which transmit control from the motor to the differential rigging of a back wheel drive vehicle are concerned, general hypotheses of anisotropic shells were created by Ambart sum yan (1964). Cheng and Ho (1963) and Ho and Cheng (1963) have played out a general examination on the clasping of non-homogeneous anisotropic meager divider chambers under consolidated pivotal, spiral, and torsional stacks by considering four limit conditions. Chehil and Cheng (1968) have considered the flexible clasping of composite round and hollow shells under torsion dependent on enormous avoidance shell hypothesis. Tennyson (1975) has investigated the old style straight clasping hypothesis for both geometrically 'immaculate' and 'flawed' anisotropic composite roundabout chambers for different stacking arrangements, and contrasted and consequences of trial information. Gracia and Doblare (1988) have considered the shape enhancement of



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flexible orthotropic shafts under torsion by utilizing limit components.

Agarwal B.D. furthermore, Broutman L.J. (1990), Jones R.M. (1990), Mallick P.K. (1993), and Ronald F. Gibson (1994) have clarified the hypothetical subtleties of composite materials and structures in detail. AndrzejTylikowski (1996) has talked about the dynamic steadiness of turning composite shafts. Hoaxes Ahmadi and Chou (1997) have determined a mind boggling variable limit component technique for torsion of composite shafts. Al tabiei (1997) has managed the improvement of the kinematic, harmony and clasping conditions, and related limit conditions for covered, round and hollow, tolerably thick shells, including the impact of transverse shear.

Xiao QZ, et al. (1999) have built up an improved cross breed pressure component way to deal with torsion of shafts. Kim, et al (1999) have portrayed the clasping of thick orthotropic barrel shaped shells under Torsion. Mao and Lu (1999) have examined the clasping examination of a covered tube shaped shell under torsion exposed to blended limit conditions.

Ferrero et al. (2001) have explored torsion of thinwalled composite bars with mid plane evenness. Karihaloo, et al. (2001) have created homogenization-based multivariable component technique for unadulterated torsion of composite shafts. Hoon Cheol Park et al. (2001) have contemplated torsional clasping investigation of composite chambers. Oliver A.

Bauchau (1983) has contemplated the ideal arrangement of a fast turning shaft and displayed utilizing pillar plan including shear twisting and revolving

latency. Faust H, et al. (1984) have built up a composite rotor shaft for the chinook. III.PROPOSED METHOD:DRIVE SHAFTA driveshaft is the association between the transmission and the back pivot of the vehicle and power created by the motor is moved to the transmission by means of a grip get together. The transmission is connected to the driveshaft by a burden and general joint, or U-joint get together. The driveshaft transmits the ability to the backside through another burden and U-joint get together. The power is then moved by the apparatus and pinion or back differential to the back wheels.1. The torque capability of the drive shaft

for passenger cars should not be larger than 3500 Nm and the fundamental bending natural frequency should be more to avoid whirling vibration.

2. The steel drive shaft is usually manufactured in two pieces to increase the fundamental bending natural frequency because the bending natural frequency of a shaft is inversely proportional to the square of beam length and proportional to the square root of specific modulus.

3. The two-piece steel drive shaft consists of three universal joints, a center supporting bearing and a bracket, which increases the total weight of an automotive vehicle and decreases fuel efficiency.



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Figure 1: The assembly and components of conventional drive shaft

The whole driveline of the vehicle is made out of a few segments, each with pivoting mass. The dependable guideline is that 17-22% of the power created by the motor is lost in turning mass of the drive train. The power is lost since it takes more vitality to turn heavier parts. This vitality misfortune can be diminished by diminishing the measure of pivoting mass.

Figure 2: Schematic arrangement of Underbody of an Automobile

Purpose of the Drive Shaft

The torque that is created from the motor and transmission must be moved to the back wheels to drive the vehicle forward and turn around. The drive shaft must give a smooth, continuous progression of capacity to the axles. The

drive shaft and differential are utilized to move this torque.

Functions of the Drive Shaft

1. First, it must transmit torque from the transmission to the differential apparatus box.

2. During the activity, it is important to transmit most extreme low-gear torque created by the motor.

3. The drive shafts should likewise be fit for turning at very high speeds required by the vehicle.

4. The drive shaft should likewise work through continually changing points between the transmission, the differential and the axles.

5. As the back wheels turn over hindrances, the differential and axles go here and there. This development changes the point between the transmission and the differential.

6. The length of the drive shaft should likewise be fit for changing while at the same time transmitting torque. Length changes are brought about by pivot development because of torque response, street redirections, braking loads, etc.

7. A slip joint is utilized to make up for this movement. The slip joint is typically made of an inner and outer spline. It is situated toward the front of the drive shaft and is associated with the transmission.Demerits of a Conventional Drive Shaft

They have less explicit modulus and strength and have expanded weight. Conventional steel drive shafts are



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generally fabricated in two pieces to expand the central twisting characteristic recurrence in light of the fact that the bowing common recurrence of a shaft is conversely corresponding to the square of bar length and relative to the square base of explicit modulus. Subsequently the steel drive shaft is made in two areas associated by a help structure, orientation and U-joints and consequently over all weight of get together will be more. Its erosion opposition is less as contrasted and composite materials and steel drive shafts have less damping limit.

Figure 3: Photographic view of a two-piece steel drive shaft

Figure 4: Photographic view of a one-piece composite drive shaft

Merits of Composite Drive Shaft They have high specific modulus and strength and reduced weight. A one-piece composite shaft can be manufactured

so as to satisfy the vibration requirements. This eliminates all the assembly, connecting the two piece steel shafts and thus minimizes the overall weight, vibrations and the total cost. Due to the weight reduction, fuel consumption will be reduced. They have high damping capacity hence they produce less vibration and noise. They have good corrosion resistance and greater torque capacity than steel shaft. Longer fatigue life than steel shaft. Lower rotating weight transmits more of available power.IV. DESIGN OF DRIVE SHAFT USING CATIAA. Specification of the problem

The fundamental natural bending recurrence for traveler's autos, little trucks and vans of the propeller shaft ought to be higher than the bending recurrence at speed of 2,400 rpm to abstain from spinning vibration and the torque transmission ability of the drive shaft ought not be bigger than 3500 Nm. The drive shaft external breadth ought not surpass 100 mm because of space impediments. The torque transmission ability of the drive shaft is taken as 3000 Nm .The length and the external breadth here are considered as 1.25 meters and 90mm [] individually. The drive shaft of transmission framework is to be intended to meet the predetermined plan prerequisites.B. Assumptions and Boundary conditions

The shaft rotates at a constant speed about its longitudinal axis. The shaft has a uniform, circular cross section. The shaft is perfectly balanced, all damping and nonlinear effects are excluded. Consider the drive shaft as a hollow cylinder fixed at



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one end and on the other end torque is applied. The boundary conditions are:

Outer Diameter = 90mm

Thickness = 3.32 mm

Length of shaft = 1250 mm

Applied Torque = 3000 Nm

C. Procedure For Modeling

Step 1: First open the catia and then select the File menu and select New in file menu.

Step 2: Then select the part drawing from the left side menu and in that we have

a) Top plane b) Front plane c) Right plane

Select the Top plane and x-y axis is displaced on the screen.

Step 3: From the right side menu, select the sketch command and select the circular cross section (circle).

Step 4: Next select the smart dimension and set the dimensions in mm and give the value of outer diameter as 90mm.

Step 5: Now go on to the screen and based on dimensions, draw a circle with outer diameter and draw another circle with inner diameter 83.36mm as the given thickness in 3.32mm.

Step 6: Now select the Boss Extrude command and apply it on the part cross section and extrude it from centre to a length of 625 mm towards right and left.

Step 7: Now finally click Sketch and save the model and select print. The required model of specified dimensions is obtained.

Figure 6. Design of Drive Shaft using Catia

V. RESULTS AND DISCUSSIONS:

In this chapter, the results obtained for the analysis of automotive for the original profile and vibration analysis and structural are discussed. And also explained the graphs plotted by comparing those results.

A static analysis is used to determine the displacements, stresses, strains and forces in structures or components caused by loads that do not induce significant inertia and damping effects. A static analysis can however include steady inertia loads such as gravity, spinning and time varying loads.

If the stress values obtained in this analysis crosses the allowable values it will result in the failure of the structure in the static condition itself. To avoid such a failure, this analysis is necessary.Static analysis is done for some of the three following composite materials

1) Steel

2) Carbon epoxy

3) Aluminium Boron Epoxy

4) Boron Nitride

5) Aluminium silicon carbide



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A. MODAL ANALYSIS:

Geometry

If the geometry of the part which you want to analyse has already been created in design software package, it is generally more efficient to import that part into ansys than to recreate it

It is important to understand assumptions related to using shell and line bodies:

For shell bodies, through-thickness temperature gradients are not considered. A shell body should be used for thin structures when it can be safe to assume on top and bottom of surface are the same..

Mesh

StatisticsNodes 15896

Elements 2484Mesh Metric None

Material:- Steel

Figures: Total deformation of steel drive shaft

Material:- Aluminum silicon carbide

Figures: Total deformation of Aluminum silicon carbide drive shaft



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Material:- Carbon epoxy

Figures: Total deformation of Carbon epoxy drive shaft

Material:- Aluminum boron epoxy

Figures: Total deformation of Aluminum boron epoxy drive shaft

B. STRUCTURAL ANALYSIS:-

Material data:- steel

steel > ConstantsDensity 7.6e-006 kg mm^-3

steel > Tensile Yield StrengthTensile Yield Strength MPa

370

steel > Compressive Yield StrengthCompressive Yield Strength MPa

250

steel > Isotropic Elasticity

Temperature C

Young's

Modulus MPa

Poisson's

Ratio

Bulk Modulu

s MPa

Shear Modu

lus MPa

2.07e+005

0.31.725e+

00579615

Solution (A6)



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Material data:- Aluminum boron epoxy

Aluminum boron epoxy > ConstantsDensity 2.0013e-006 kg mm^-3

Aluminum boron epoxy > Tensile Yield Strength

Tensile Yield Strength MPa1590

Aluminum boron epoxy > Compressive Yield Strength

Compressive Yield Strength MPa2930

Aluminum boron epoxy > Isotropic Elasticity

Temperature C

Young's

Modulus MPa

Poisson's

Ratio

Bulk Modulus

MPa

Shear Modu

lus MPa

1.95e+005

0.211.1207e+

00580579

Solution (A6)

Material data:- Aluminum silicon carbide

aluminum silicon carbide > ConstantsDensity 2.81e-006 kg m^-3

aluminum silicon carbide > Tensile Yield StrengthTensile Yield Strength Pa

4.2e+008

aluminum silicon carbide > Compressive Yield Strength

Compressive Yield Strength Pa5.8e+009

aluminum silicon carbide > Isotropic Elasticity

Temperature C

Young's

Modulus Pa

Poisson's

Ratio

Bulk Modul

us Pa

Shear Modulus

Pa

1.5e+011

0.31.25e+

0115.7692e

+010

Solution (A6)

Material data:- Carbon epoxy

carbon epoxy > ConstantsDensity 1800 kg m^-3

carbon epoxy > Tensile Yield StrengthTensile Yield Strength Pa

5.2e+007



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carbon epoxy > Compressive Yield Strength

Compressive yield Strength Pa6.0e+008

carbon epoxy > Isotropic Elasticity

Temperature C

Young's

Modulus Pa

Poisson's

Ratio

Bulk Modul

us Pa

Shear Modulus

Pa

4.5e+011

0.33.75e+

0111.7308e

+011

VI. CONCLUSION In this project a two-piece steel drive shaft was considered to be replaced by a one-piece composite drive shaft. Its design procedure is studied and along with analysis some important parameter were obtained. The composite drive shaft having high modulus and Strength steel aluminium boron epoxy boron epoxy multilayered composites has been designed. Static analysis is conducted to obtain the deflection and Von-Mises stress. Modal analysis is conducted to obtain natural frequencies of the composite shaft was also studied. The effect of boundary conditions and the stacking sequence of the composite layers on the strength of the steel aluminum boron epoxy boron epoxy Composite drive shaft is studied. We observed that the deflection

of the shaft and Maximum stress obtained can withstand for driveshaft of automobile. The replacement of composite materials has resulted in considerable amount of weight reduction when compared to conventional steel shaft. Observing above results natural frequency range is more in Aluminum silicon carbide as comparing to other materials and deformation withstand value is more in Carbon epoxy comparing to other materials, von misses stress is more in Aluminum silicon carbide comparing to other materials Aluminum silicon carbide is better performance.REFERENCES

1. John.W.Wetton Et.Al,1986,” Engineers Guide To Composite Materials, American Society For Metals”, Newyork. 2. Beardmore.P. Et Al. And Johnson C.F.,1986,” The Potential For Composites In Structural Automotive Applications“,Journal Of Composites Science And Technology,Vol.26,PP. 251 – 281. 3. Pollard.A, 1989, “Polymer Matrix Composites In Driveline Applications”, GKN Tech., UK, Journal Of Composite Structures, Vol.25,PP. 165-175.4. Faust.H Et.Al, 1990,” A Compressive Rotor Shaft For Chinook”, Journal Of American Helicopter Society,Vol.29,PP.54-58.5. Greenhill, A.G.,1883, “ On The Strength Of Shafting When Exposed Both To Torsion And To End Thurst”, Proc.International Mech. Engrs, London, PP.182-189.6. Schwerin, E., 1924, “ Torsional Stability Of Thin-Walled Tubes”, Proceedings Of First International



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Congress For Applied Mechanics, Delft, The Netherland, PP.255-265.7. Ambartsumyam.S.A.,1964, “ Theory Of Anisotropic Shells”,TTF-118.NASA, PP. 18-60.8. Dong, S.B., Pister,K.S. And Taylor, R.L.,1963, “On The Theory Of Laminated Anisotropic Shells And Plates”, Journal Of Aerospace Science, Vol.29, PP.892-898.9. Lien-Wen Chen Et.Al 1998, “The Stability Behaviour Of Rotating Composite Shafts Under Axial Compressive Loads”, Journal Of Composite Structures, Vol.No.41,PP.253-263.10. Bert Charles.W And Chum-Do Kim, 1995, “Analysis Of Buckling Of Hollow Laminated Composite Drive Shafts”, Journal Of Composite Science And Technology, Vol.No.53,PP.343-351.11. Bauchau, O.A., Krafchack,T.M, And Hayes, J.F., 1998,” Torsional Buckling Analysis And Damage Tolerance Of Graphite/Epoxy Shafts”, Journal Of Composite Materials, Vol.22, PP-258-270.12. Bauchau, O.A., 1983, “Optimal Design Of High Speed Rotating Graphite/Epoxy Shafts”, Journal Of Composite Materials, Vol.17, PP.170-181.13. Dos Reis,H.L.M., Goldman,R.B., And Verstrate,P.H., 1987,”Thin Walled Laminated Composite Cylindrical Tubes:Part III-Critical Speed Analysis”,Journal Of Composites Technology And Research,Vol.9,PP.58-62.14. Lee,D.G.,1995,”Calculation Of Natural Frequencies Of Vibration Of Thin Orthotropic Composite Shells By Energy Method”,Journal Of Composite Materials, Vol.No.31,PP.21-30. 15. M.A. Badie, E. Mahdi , A.M.S. Hamouda, “An Investigation Into Hybrid

Carbon/Glass Fiber Reinforced Epoxy Composite Automotive Drive Shaft”, Materials And Design 32 (2011), Pp 1485–1500.



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Journal of Interdisciplinary Cycle Research ISSN NO: 0022-1945jicrjournal.com/gallery/25-november-2019.pdf · 11/25/2019 · a closer review of the following fields (i) Automotive