DESIGN AND ANALYSIS OF A DRIVE SHAFT BY USING COMPOSITE MATERIALS Ijariie11158
DESIGN AND ANALYSIS OF A DRIVE SHAFT BY USING COMPOSITE MATERIALS Ijariie11158
DESIGN AND ANALYSIS OF A DRIVE SHAFT BY USING COMPOSITE MATERIALS Ijariie11158
ABSTRACT
Substituting composite structures for conventional metallic structures has many advantages because of
higher specific stiffness and strength of composite materials. This work deals with the replacement of conventional
two-piece steel drive shafts with a single-piece e-glass/ epoxy, high strength carbon/epoxy and high modulus
carbon/epoxy composite drive shaft for an automotive application. Use of advanced composites has resulted in
remarkable achievements in many fields including aviation, marine and automobile engineering, medicine,
prosthetics and sports, in terms of improved fatigue and corrosion resistances, high specific strength and specific
modulus and reduction in energy requirements owing to reduction in weight. The aim of this work is to replace the
conventional steel driveshaft of automobiles with an appropriate composite driveshaft. The finite element analysis
results are compared with already existed steel drive shaft values and it is observed that the single piece composite
drive shaft is suitable for driveline application. The design optimization also showed significant potential
improvement in the performance of drive shaft. In this present work an attempt has been to estimate the deflection,
shear stresses by using ansys 14.5.
1. INTRODUCTION
The advanced composite materials such as Graphite, Carbon, Kevlar and Glass with suitable resins are
widely used because of their high specific strength (strength/density) and high specific modulus (modulus/density).
Advanced composite materials seem ideally suited for long, power driver shaft (propeller shaft) applications. Their
elastic properties can be tailored to increase the torque they can carry as well as the rotational speed at which they
operate. The drive shafts are used in automotive, aircraft and aerospace 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. It is known that energy conservation is one of the most
important objectives in vehicle design and reduction of weight is one of the most effective measures to obtain this
result. Actually, there is almost a direct proportionality between the weight of a vehicle and its fuel consumption,
particularly in city driving.
In actual operating condition shaft is subjected to three types of loads, which are following torsional,
vibrations and buckling. We are going to analyze the drive shaft for the torsional, modal and buckling analysis using
steel and four different composite materials by varying the ply angle, no. of plies and ply thickness.
Almost all automobiles (at least those which correspond to design with rear wheel drive and front engine
installation) have transmission shafts. 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, if it can be achieved without increase in cost and
decrease in quality and reliability.
The fundamental natural bending frequency for passenger cars, small trucks, and vans of the propeller shaft
should be higher than 6,500 rpm to avoid whirling vibration and the torque transmission capability of the drive shaft
should be larger than 3,500 Nm. The drive shaft outer diameter should not exceed 100 mm due to space limitations.
Here outer diameter of the shaft is taken as 90 mm. The drive shaft of transmission system is to be designed
optimally for following specified design requirements.
Steel (SM45C) used for automotive drive shaft applications. The material properties of the steel (SM45C)
are given in Table 4.2. The steel drive shaft should satisfy three design specifications such as torque transmission
capability, buckling torque capability and bending natural frequency.
Where
do = outer diameter (m)
di = inner diameter (m)
m = 8.58 Kg
3.2 Assumptions
1. The shaft rotates at a constant speed about its longitudinal axis.
2. The shaft has a uniform, circular cross section.
3. The shaft is perfectly balanced, i.e., at every cross section, the mass center coincides with the geometric
center.
4. All damping and nonlinear effects are excluded.
5. The stress-strain relationship for composite material is linear & elastic; hence, Hooke’s law is applicable
for composite materials.
6. Acoustical fluid interactions are neglected, i.e., the shaft is assumed to be acting in a vacuum.
7. Since lamina is thin and no out-of-plane loads are applied, it is considered as under the plane stress.
4.1 Introduction
Finite Element Analysis (FEA) is a computer-based numerical technique for calculating the strength and
behavior of engineering structures. It can be used to calculate deflection, stress, vibration, buckling behavior and
many other phenomena. It also can be used to analyze either small or large-scale deflection under loading or applied
displacement. It uses a numerical technique called the finite element method (FEM).
In finite element method, the actual continuum is represented by the finite elements. These elements are
considered to be joined at specified joints called nodes or nodal points. As the actual variation of the field variable
(like displacement, temperature and pressure or velocity) inside the continuum is not known, the variation of the
field variable inside a finite element is approximated by a simple function. The approximating functions are also
called as interpolation models and are defined in terms of field variable at the nodes. When the equilibrium
equations for the whole continuum are known, the unknowns will be the nodal values of the field variable.
In this project finite element analysis was carried out using the FEA software ANSYS. The primary
unknowns in this structural analysis are displacements and other quantities, such as strains, stresses, and reaction
forces, are then derived from the nodal displacements.
SHELL99 may be used for layered applications of a structural shell model as shown in Fig 8.1. SHELL99
allows up to 250 layers. The element has six degrees of freedom at each node: translations in the nodal x, y and z
directions and rotations about the nodal x, y and z-axes.
4.3 Meshing:
We have selected area mesh for the meshing with the element size of 10, which will provide us fine
meshing. We have selected quadrilateral mesh element for accurate and uniform meshing of component. The
meshing is the method in which the geometry is divided in small number of elements.
Static analysis deals with the conditions of equilibrium of the bodies acted upon by forces. A static analysis
can be either linear or non-linear. All types of non-linearities are allowed such as large deformations, plasticity,
creep, stress stiffening, contact elements etc. this chapter focuses on static analysis. A static analysis calculates the
effects of steady loading conditions on a structure, while ignoring inertia and damping effects, such as those carried
by time varying loads. 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.
In static analysis loading and response conditions are assumed, that is the loads and the structure responses
are assumed to vary slowly with respect to time.
The kinds of loading that can be applied in static analysis includes,
The finite element model of HS Carbon/Epoxy shaft. One end is fixed and torque is applied at other end,
Shear stress for e glass epoxy material is calculated by using ansys 14.5
Shear strain for e glass epoxy material is calculated by using ansys 14.5
Buckling deformation for e glass epoxy material is calculated by using ansys 14.5
5.1 RESULTS
A one-piece composite drive shaft for rear wheel drive automobile was designed optimally by using genetic
Algorithm for E-Glass/Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy composites with the
objective of minimization of weight of the shaft which is subjected to the constraints such as torque transmission.
5.1.1 Optimization
do (mm) 90 90 90 90
Table No 7.1
Shear stress for e glass epoxy material is calculated by using ansys 14.5
Maximum shear stress for e glass epoxy material is 34.829e5 Pascal’s
Minimum shear stress for e glass epoxy material is -22.642e5 Pascal’s
And the Best value of shear stress for e glass epoxy material is 2.9009e5 Pascal’s
Finally between these three composite materials HM-Carbon/Epoxy material having less shear stress(1.6902e5
Pascal’s) comparing with e glass epoxy and HS –carbon/Epoxy materials.
Shear strain for e glass epoxy material is calculated by using ansys 14.5
Maximum shear strain for e glass epoxy material is 0.0006219
Minimum shear strain for e glass epoxy material is 0.000404
And the Best value of shear strain for e glass epoxy material is 0.000165
Finally between these three composite materials e glass epoxy material having less shear strain (0.000165)
comparing with HM-carbon/Epoxy and HS –carbon/Epoxy materials.
Buckling deformation for e glass epoxy material is calculated by using ansys 14.5
Maximum Buckling deformation for e glass epoxy material is 1.170 m
Minimum Buckling deformation for e glass epoxy material is 0 m
The Best value of Buckling deformation for e glass epoxy material is 0.52019 m
Buckling deformation for HM-carbon/Epoxy material is calculated by using ansys 14.5
6. CONCLUSIONS
The stress distribution and the maximum deformation in the shaft are the functions of the stacking of
material. The optimum stacking of material layers can be used as the effective tool to reduce weight and stress
acting on the drive shaft. The design of drive shaft is critical as it is subjected to combined loads. The designer has
two options for designing the drive shaft whether to select solid or hollow shaft. The solid shaft gives a maximum
value of torque transmission but at same time due to increase in weight of shaft the 1st mode frequency decreases.
Also shaft outer surface facing most of the stress coming on to it and the inner material layer experienced less stress,
hence the inner layers increasing the weight of shaft and not utilized for stress distribution properly, that’s why the
hollow drive shaft is best option.
1. The E-Glass/Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy composite drive shafts
have been designed to replace the steel drive shaft of an automobile.
2. A one-piece composite drive shaft for rear wheel drive automobile has been designed optimally by using
Genetic Algorithm for E-Glass/ Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy
composites with the objective of minimization of weight of the shaft which was subjected to the constraints
such as torque transmission, torsional buckling capacities.
3. The weight savings of the E-Glass/ Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy
shafts were equal to 48.36%, 86.90% and 86.90% of the weight of steel shaft respectively.
4. The Torque transmission of E-Glass/ Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy
shafts were equal to 15439.5, 7525.9 and 5519.04 Nm respectively.
5. The Buckling Deformation of E-Glass/ Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy
shafts were equal to 0.52019, 0.5303 and 0.52181 m respectively.
6. The shear stress of E-Glass/Epoxy, High Strength Carbon/Epoxy and High Modulus Carbon/Epoxy shafts were
equal to 2.9009e5, 2.0073e5 and 1.6902e5 Pascal’s respectively
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