review of finite element analysis of universal joint and propeller shaft assembly

A

Seminar Reporton

REVIEW OF FINITE ELEMENTANALYSIS OF UNIVERSAL JOINT AND

PROPELLER SHAFT ASSEMBLY

Submitted in Partial Fulfillment of

the Requirements for the Degree

of

Master of Engineering

in

Machine Design

to

North Maharashtra University, Jalgaon

Submitted by

Mr.Akhilesh V.Rajput

Under the Guidance of

Er.N.K.Patil

DEPARTMENT OF MECHANICAL ENGINEERING

SSBT’s COLLEGE OF ENGINEERING AND TECHNOLOGY,

BAMBHORI, JALGAON - 425 001 (MS)December 2014

SSBT’s COLLEGE OF ENGINEERING AND TECHNOLOGY,

BAMBHORI, JALGAON - 425 001 (MS)

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the seminar entitled Review of Finite Element Analysis of Uni-

versal Joint and Propeller Shaft Assembly , submitted by Mr.Akhilesh V.Rajput

in partial fulfillment of the degree of Master of Engineering in Machine Design has

been satisfactorily carried out under my guidance as per the requirement of North

Maharashtra University, Jalgaon.

Date: December 12, 2014

Place: Jalgaon

Er.N.K.Patil

Guide

Prof. Dr. Dheeraj. S. Deshmukh Prof. Dr. K. S. Wani

Head Principal

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) i

DECLARATION

I hereby declare that the work presented in this seminar entitled “Review of Finite

Element Analysis of Universal Joint and Propeller Shaft Assembly ”, submitted

to the Department of Mechanical Engineering, SSBT’s College of Engineering and

Technology, Bambhori, Jalgaon - 425 001 (MS), in partial fulfillment of the degree of

Master of Engineering in Machine Design of North Maharashtra University, Jalgaon,

is my original work.

Wherever contributions of others are involved, every effort is made to indicate this

clearly, with due acknowledgement and reference to the literature.

Date: December 12, 2014

Place: Jalgaon

(Mr.Akhilesh V.Rajput)

In my capacity as guide of the candidate’s seminar, I certify that the above statements

are true to the best of my knowledge.

(Er.N.K.Patil)

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) ii

Acknowledgements

Those who walk the difficult path to success never rest at this destiny they walk ahead

towards greater success. I consider myself lucky to work under guidance of such talented and

experienced people during the preparation of my Seminar report who guided me all through

it. I am indebted to HOD Dr. D. S. Deshmukh for his support at various stages during the

formation of this piece of work. A special mention must go to my guide Er.N.K.Patil who

supported me with his vast knowledge, experience and suggestion. Only their inspiration has

made this seminar report easy and interesting. I would also like to thank our Principal Dr. K.

S. Wani For his warm support and providing all necessary facilities to us, the student. Last

but not list I am thankful to all the Teachers and Staff members of Mechanical Department

for their expert guidance and continuous encouragement throughout to see that the maximum

benefit is taken out of this experience. At last, I would like to thanks to my Parents for their

support love and encouragement during the tenure of this Seminar.

Mr.Akhilesh V.Rajput

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) iii

Contents

Acknowledgements iii

Abstract 1

1 Introduction 2

2 Literature Survey 4

3 Methodology 6

4 Modifications 7

5 Universal Joint Yoke Analysis 10

6 Propeller Shaft Analysis 12

7 Conclusion 15

Bibliography 16

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) iv

List of Figures

1.1 Universal joint and drive shaft assembly . . . . . . . . . . . . . . . . . . . . 2

4.1 Yoke without Chamfer at the base . . . . . . . . . . . . . . . . . . . . . . . . 7

4.2 Yoke with chamfer at the base . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.3 Sharp edge type base region . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.4 Model with a 5.5 mm fillet at the base . . . . . . . . . . . . . . . . . . . . . 9

5.1 ANSYS analysis of yoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

5.2 Maximum stressed zone reduces to a point . . . . . . . . . . . . . . . . . . . 11

6.1 Stress analysis of propeller shaft (Steel) . . . . . . . . . . . . . . . . . . . . . 12

6.2 Stress analysis of propeller shaft (Aluminium) . . . . . . . . . . . . . . . . . 13

6.3 Displacement of propeller shaft (Steel) . . . . . . . . . . . . . . . . . . . . . 13

6.4 Displacement of propeller shaft (Aluminium) . . . . . . . . . . . . . . . . . . 14

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) v

Abstract

The power transmission system is the system which causes movement of vehicles by trans-

ferring the torque produced by the engines to the wheels after some modifications. The

transfer and modification system of vehicles is called as power transmission system. The

power transmission system of vehicles consists of several components which encounter un-

fortunate failures. These failures may be attributed to material faults, material processing

faults, manufacturing and design faults, etc. Maintenance faults and user originated faults

may also responsible. Propeller shaft and the universal joints form the important links that

help in transmitting power from the engine to the wheels. In this study, analysis is being

performed on the universal joint yoke and the propeller shaft. In the universal joint yoke, cer-

tain modifications are made in the existing geometry and analyzed for the identical loading

and boundary conditions as in the reference paper from which the problem has been taken.

In case of propeller shaft a comparative study has been made between two shafts differing in

their material, keeping in view the possible weight reduction that can be obtained without

affecting the functionality of the shaft. Both the components are analyzed in ANSYS and

the results are compared.

SSBT’s College of Engineering and Technology, Bambhori, Jalgaon (MS) 1

Chapter 1

Introduction

A universal joint or Hooke’s joint is a joint or coupling in a rigid rod that allows the rod

to bend in any direction, [3] and is commonly used in shafts that transmit rotary motion.

It generally consists of two hinges located close together, oriented at 900 to each other,

connected by a cross shaft. It is widely used in industrial applications and vehicle drive

lines to connect misaligned shafts. [4]. A major problem with the use of a Hooke’s joint is

that it transforms a constant input speed to a periodically fluctuating one. The kinematical

consequences of this property of this joint can be remedied, as long as rigid body rotations are

concerned, by using two converse Hooke’s joint. But if torsional vibrations of the propeller

shaft are concerned, there is no way of removing the dynamical consequences of an introduced

Hooke’s joint in a rear wheel drive vehicle. In a widely used single piece drive shaft, two

universal joints are used [2].

Figure 1.1: Universal joint and drive shaft assembly

Two universal joints are preferred in order to avoid the transformation of constant input


speed into a fluctuating speed which is encountered when a single universal joint is used.

Now a day’s more emphasis is being given on reducing the weight of the drive shaft. It is

being tried to replace the existing Steel shafts with Aluminium alloy shafts as it has a higher

strength to weight ratio. Attempts are also being made to replace conventional steel shafts

with hybrid aluminium/composite drive shaft.


Chapter 2

Literature Survey

Srimanthula Srikanth, Jithendra Bodapalli, Avinash Gudimetla1 Design, Static

and Modal Analysis of A Propeller Shaft for Reducing Vibrations Using Com-

posite Damping”. In this paper The main theme of the project is to analyze a shaft

with and without damping material and also for various isotropic and orthotropic materials.

Along with alloys of various materials, composite materials are also considered to analyze

the case to increase its robustness. The materials used for shaft are steel, carbon Epoxy and

E - Glass Epoxy. The model of a particular shaft is taken and analyzed using ANSYS. The

structural analysis is done to verify the strength of the shaft and to compare the results for

the three materials. Modal analysis is also done on the shaft to determine mode shapes and

to find their frequencies.

Raffi Mohammed, K.N.D.Malleswara Rao, Mohammed Khadeeruddin.2. In

this paper titled ”Modeling and Analysis of Drive Shaft Assembly Using FEA. The

weight reduction of the drive shaft can have a certain role in the general weight reduction of

the vehicle and is a highly desirable goal. Substituting composite structures for conventional

metallic structures has many advantages because of higher specific stiffness and strength of

composite materials. The advanced composite materials such as graphite, carbon, Kevlar

and Glass with suitable resins are widely used because of their high specific strength and high

specific modulus. Advanced composite materials seem ideally suited for long, power driver

shaft applications. The automotive industry is exploiting composite material technology for

structural components construction in order to obtain the reduction of the weight without

decrease in vehicle quality and reliability.

Siraj MohammadAli Sheikh 3 In this paper titled ”Analysis of universal cou-

pling under different torque condition” Drive shafts are one of the most important


components in vehicles. It generally subjected to torsional Stress and bending stress due

to weights of components. Thus, these rotating components are susceptible to fatigue by

the nature of their operation. Common sign of drives haft failure is vibration or shudder

during operation. Drives haft mainly involves in steering operation of vehicle. Drivers will

lose control of their vehicle if the drive shafts broke during high speed cornering. Because

of this human life can be in great danger if we don’t know when, where and how the drive

shaft will failed. It is very important to know the accurate prediction for the drive shaft to

fail.

Iqbal, J. and Qatu, M 4. In this paper titled ”Vibration Analysis of a Three-

Piece Automotive Shaft” Drive shafts are major automotive components in rear wheel

and four wheel drive vehicles. They can be made of single or multi-piece segments. The

segments of a multi-piece drive shaft in automotive applications are joined using constant

velocity or universal joints or a combination of frequency. This paper uses an exact so-

lution for the vibration of a three-piece drive shaft with multiple intermediate joints. The

joint is modeled as a frictionless internal hinge. Thin beam theory is used.elements). The so-

lution should be of value to engineers interested in the design and optimization of the system.


Chapter 3

Methodology

(YOKE) The problem for this analysis was taken from the paper [1]. As can be seen from the

paper the model (Universal joint yoke) was analyzed in ANSYS considering the component

to be made up of AISI5046H, which is a material in the low alloy steel group. The typical

mechanical properties are 1750 Mpa as ultimate tensile strength and 1400Mpa as the yield

strength. A force applied at the spider mounting location is a torsional moment of 200

Nm.In addition the given torsional moment, a 500rmp speed was also considered. When

AISI5046H material is considered, standard fatigue limit estimation process from the tensile

stress (Half of tensile strength with size correction factor, loading correction factor) gives

a value between 400 and 450 Mpa. As per the ANSYS analysis, the highest stress that

occurred in the yoke was found to be 356 Mpa. For this study the model was replicated

from the above mentioned paper. The material as well as the loading conditions of torsional

moment and the rotational speed is kept the same. The model was analyzed in ANSYS14.

However there were some changes made in the geometry of the existing model.


Chapter 4

Modifications

The model of yoke that is analyzed in the reference paper has its mounting base a plain

surface with a central hole. A chamfer was provided on the inner hole at the base of the yoke

where it is mounted to the power transmitting end of the gearbox. The original model has

the region joining the main body of the yoke with the base as a sharp edge structure as shown

in the Figure 4.3. In the modified model, a fillet of radius 5.5 mm is also provided in addition

to the chamfer. The model with added fillet is shown in the figure below. The component

was modeled in Solid Works. Rest of the geometry is kept unaltered. The purpose of this

analysis is to study the effects due to changed geometry on the behaviour of the component

under identical loading and boundary conditions as mentioned in the above reference paper.

The results obtained are discussed below.

Figure 4.1: Yoke without Chamfer at the base


Figure 4.2: Yoke with chamfer at the base

Figure 4.3: Sharp edge type base region


Figure 4.4: Model with a 5.5 mm fillet at the base


Chapter 5

Universal Joint Yoke Analysis

Due to the introduction of the chamfer in the geometry, the weight of the component reduces,

but we have also introduced a fillet, resulting in material addition. But, the resultant effect

is reduction in the overall material content of the component. The ANSYS analysis shows

that the maximum stress value obtained is 242.94 Mpa, which is within the safety limits as

prescribed in the paper. Moreover, this value is also less than the maximum stress value

in the original component. Thus we can conclude that the new modeled component is well

within the safe limit.

Figure 5.1: ANSYS analysis of yoke

Figure below shows the analysis of the universal joint yoke in ANSYS. Analysis was

carried out for identical loading conditions as in the reference paper. In design there are two

main factors considered, the first being the maximum stress encountered in the component

and the other being the area affected by this maximum stress. Due to introduction of the

fillet the maximum stress encountered is reduced. The point of maximum stress also shifts


and the region affected by the maximum stress is significantly reduced. The maximum stress

affected zone reduces to a point as shown in the figure 5.2.The stresses in the component even

out leading to reasonably uniform stress distribution. Thus the modified geometry results

in a component having lesser weight and at the same time is able to respond to the applied

loading conditions.

Figure 5.2: Maximum stressed zone reduces to a point


Chapter 6

Propeller Shaft Analysis

The propeller shaft was designed taking into consideration the torque to be transmitted by

it. The material utilized for the shaft as per the reference paper is AISI 94B30H (Material-

2) which is a alloy steel (oil quenched and tempered) with Boron as an alloying element.

The tensile strength and the yield strength values are 1700 Mpa and 1550 Mpa respectively.

Considering the given loading conditions, the max stress value in the component when cal-

culated analytically was found to be 24.14 Mpa using Von mises stress theory.

Figure 6.1: Stress analysis of propeller shaft (Steel)

The propeller shaft model when analyzed in ANSYS using identical loading conditions

as in case of the yoke, the maximum stress encountered (at the surface) using AISI 94B30H

is 24.68 Mpa which is approximately equal to the value calculated analytically. As far as the


material strength is concerned, the maximum allowable stress in the component is found to

be 428 Mpa. This allowable stress value is obtained as per the standard fatigue limit esti-

mation process from the tensile stress (half of tensile strength with size correction factor).

Thus we can conclude that the shaft of material-2 can perform satisfactorily under the given

loading conditions.

Figure 6.2: Stress analysis of propeller shaft (Aluminium)

However, the above mentioned class of steel has a density of 7820 Kg/m3. For the design

dimensions utilized in the analysis, the mass of the shaft obtained is about 3.45 Kg. Hence,

emphasis is given on reducing the weight of the propeller shaft, without affecting the dimen-

sions of the component.

Figure 6.3: Displacement of propeller shaft (Steel)

In order to reduce weight, another material Al-6061-T6 alloy (Material-3) is suggested in


place of material-2. The tensile strength and the yield strength values are 310 Mpa and 276

Mpa respectively. The above Aluminium alloy has a density of 2700 Kg/m3.

Figure 6.4: Displacement of propeller shaft (Aluminium)

When the propeller shaft made up of material-3 was analyzed in ANSYS, It yielded a

maximum utilizing material-2 (maximum allowable stress in the Al-6061-T6 alloy is 39.5 Mpa

as per the analytical calculations). However the weight of the new shaft is only 1.2 Kg i.e.

significantly less when compared to material-2. Hence, we are able to significantly reduce

the weight of the propeller shaft without making any changes in the original dimensions.

stress value of 24.69 Mpa. This stress value is approximately same as that in the previous

case utilizing material-2 (maximum allowable stress in the Al-6061-T6 alloy is 39.5 Mpa as

per the analytical calculations).


Chapter 7

Conclusion

• Analysis of the Yoke clearly shows that by a small modification in the existing design

the strength of the part can be increased significantly.

• Also with the same changes we obtain a small amount of weight reduction in the design.

• The maximum stress values generated are significantly reduced and the stress is evenly

distributed over the entire part.

• Propeller shaft can be made either from steel or from the aluminium. The stress

generated are approximately the same but the deformation in aluminium shafts is

higher than that of the steel shaft.


Bibliography

[1] H. Bayrakceken *, S. Tasgetiren, I. Yavuz, ”Two cases of failure in the power transmis-

sion system on vehicles: A universal joint yoke and a drive shaft”.

[2] Bhushan K. Suryawanshi, Prajitsen G.Damle, ”Review of Design of Hybrid Aluminum/

Composite Drive Shaft for Automobile”.

[3] Farzad Vesali, Mohammad Ali Rezvani* and Mohammad Kashfi, ”Dynamics of universal

joints, its failures and some propositions for practically improving its performance and

life expectancy”.

[4] Gkhan Bulut, Zeynep Parlar, ”Dynamic stability of a shaft system connected through

a Hooke’s joint”.

[5] Automotive Engineering- Powertrain, vehicle chassis and vehicle body by David A.

Crolla.

[6] Automotive Transmissions-Fundamental, Selection, Design and Application by Gisbert

Lechner, Harald Naunheimer.


review of finite element analysis of universal joint and propeller shaft assembly

Documents

jalgaon ms ideclarationi

degree ofmaster of engineering

akhilesh v

candidates seminar

rajputin partial fulfillment

expert guidance

guidance ofer

piece of work