This document summarizes a presentation on the design and finite element analysis of a composite drive shaft for static and dynamic behavior. It discusses the types and purposes of drive shafts, introduces composite materials and their advantages over steel, and outlines the methodology of designing a composite drive shaft in NX CAD software and analyzing it in ANSYS. Static and modal analyses were performed on drive shafts made of steel, E-glass/epoxy composite, and HM carbon/epoxy composite to compare weight, stress distribution, and natural frequencies. The results showed that the E-glass/epoxy composite shaft had the lowest weight, stress levels, and natural frequency range, indicating it is the best material choice among the options analyzed.

1. PRESENTATION BY
L. Vinay Reddy (149Y1A0366)
S. Salim Malik (149Y1A03A9)
P. Vahid Khan (149Y1A0395)
M. Vamshi Krishna (149Y1A0371)
K. Raghava Reddy (149Y1A0359)
M. Venkata Ramana Reddy (149Y1A0380)
KSRM COLLEGE OF ENGINEERING
(AUTONOMOUS)
KADAPA
A Project Presentation on
DESIGN AND FINITE ELEMENT ANALYSIS FOR STATIC AND
DYNAMIC BEHAVIOUR OF COMPOSITE SHAFT
GUIDED BY
SRI V.A. DHEERAJ, M.Tech
Assistant Professor

2. ABSTRACT
 Drive shaft has a major role in vehicle transmission system. It is a
mechanical part which is used to transfer power from engine to wheel.
Almost all automobiles have transmission shafts.
 In Front wheel drive (FWD) car, maximum power is transmitted through
drive shaft. This power transmission mainly depends on size of drive
shaft. The drive shaft is subjected to torsional stresses and bending
stresses.
 To achieve more reliability, less cost and high quality, the drive shaft
should be with less weight and more strength and stiffness. Because of
this reason weight optimization of front wheel drive shaft plays a major
role in achieving these major goals like less cost, high quality and
reliability.
 This project deals with the design of front wheel drive shaft for maximum
power transmitted from FWD car. This project includes detailed finite
element analysis of front wheel drive shaft for torsional and bending
loads.
 The project involves performing analysis for drive shaft with conventional
steel and composite (E-GLASS/EPOXY and HM Carbon/Epoxy) materials.

3. INTRODUCTION
DRIVE SHAFT:
 The driveshaft is also sometimes called propeller shaft. Drive shafts are
essentially carriers of torque. Before they became a vogue, older
automobiles used chain drive and even generators to transmit power to
the wheels.
 Adjustments aside, drive shafts are of different lengths depending on their
use. Long shafts are used in front-engine rear-drive vehicles while shorter
ones are used when power must be sent from a central differential,
transmission, or transaxle.
 Because of the load they Carry, driveshaft must be strong enough to bear
the stress that is required in the transmission of power.

4. TYPES OF DRIVE SHAFTS :
There are different types of drive shafts in Automobile
Industry
1. One-piece driveshaft
2. Two-piece driveshaft
3. Slip in Tube driveshaft

5. COMPOSITE MATERIALS:
 A composite material is made by combining two or more materials –
often ones that have very different properties.
 The two materials work together to give the composite unique
properties.
 The biggest advantage of modern composite materials is that they are
light as well as strong.
 By choosing an appropriate combination of matrix and reinforcement
material, a new material can be made that exactly meets the
requirements of a particular application.
 Composites also provide design flexibility because many of them can
be moulded into complex shapes.

6. TYPE OF COMPOSITES:
The term ‘composite’ can be used for a multitude of materials.
Composites UK uses the term composite, or reinforced polymers to
encompass:
1. Carbon fibre-reinforced polymers (CFRP)
2. Glass fibre-reinforced polymers (GFRP)
3. Aramid products (e.g. Kevlar)
4. Bio-derived polymers (or biocomposites)

7. METHODOLOGY
1. Design of one-piece drive shaft was done through NX CAD software.
2. Designed one-piece drive shaft was imported in Ansys software.
3. Finite element analysis of one-piece drive shaft was done in Ansys
software.
4. Performance analysis of drive shaft pass through Ansys software with
conventional steel material and also with composite E-glass/Epoxy and
HM Carbon/Epoxy materials for torsional loads.
5. A static, model analysis of drive shaft is done with the help of Ansys
software for different materials(steel, E-glass/Epoxy and HM
Carbon/Epoxy) to calculate weight, deflections, stresses of the drive
shaft.
6. Results obtained from the analysis are compared and the best material
is proposed based on the weight to strength ratio.

8. SOFTWARES USED:
1. UNIGRAPHICS NX
2. ANSYS
1. UNIGRAPHICS NX:
The UNIGRAPHICS NX Modeling application provides a solid
modeling system to enable rapid conceptual design. Engineers can
incorporate their requirements and design restrictions by defining
mathematical relationships between different parts of the design.
Design engineers can quickly perform conceptual and detailed
designs using the Modeling feature and constraint based solid modeler. They
can create and edit complex, realistic, solid models interactively, and with far
less effort than more traditional wire frame and solid based systems. Feature
Based solid modeling and editing capabilities allow designers to change and
update solid bodies by directly editing the dimensions of a solid feature
and/or by using other geometric editing and construction techniques.

9. Modelling of one piece drive in unigraphics NX

10. 2. ANSYS:
The ANSYS program is self contained general purpose finite element
program developed and maintained by Swason Analysis Systems Inc. The
program contain many routines, all inter related, and all for main purpose of
achieving a solution to an an engineering problem by finite element method.
ANSYS finite element analysis software enables engineers to perform the
following tasks:
 Build computer models or transfer CAD models of structures, products,
components, or systems.
 Apply operating loads or other design performance conditions
 Study physical responses ,such as stress levels, temperature
distributions, or electromagnetic fields
 Optimize a design early in the development process to reduce production
costs.
 Do prototype

11. STATIC ANALYSIS:
A static structural analysis determines the displacements,
stresses, strains, and forces in structures or components caused by
loads that do not induce significant inertia and damping effects.
Steady loading and response conditions are assumed; that is, the
loads and the structure's response are assumed to vary slowly
with respect to time. A static structural load can be performed
using the ANSYS

12. DYNAMIC OR MODEL ANALYSIS:
The use of model analysis to determine the vibration
characteristics (natural frequencies and mode shapes) of a
structure or a machine component while it is being designed. It
also can be a starting point for another, more detailed, dynamic
analysis, such as a transient dynamic analysis, a harmonic
response analysis, or a spectrum analysis.

13. TORQUE TRANSMISSION CAPACITY OF ONE-PIECE
DRIVE SHAFT
S.no Mechanical Properties Symbol Unit Value
1 Young’s modulus E GPa 207
2 Shear modulus G GPa 80
3 Poisson’s ratio Υ 0.3
4 Density Ρ Kg/m3 7850
5 Yield strength Sy MPa 300
6 Shear strength Ss MPa 250
Calculation of Torque transmission capacity of One-piece drive
shaft:
Input:
Outer diameter of shaft(Do)= 50 mm
Inner diameter of shaft (Di)= 30 mm
Length of shaft (L) = 442.1 mm
Output:
Material properties of steel:

14. Torque transmission capacity of drive shaft:
T = Ss
𝜋∗ 𝐷𝑂 4− 𝐷𝑖 4
16∗𝐷𝑜
= 250
𝜋×( 504 −(304))
16×50
= 5340.70 N.m
Load acting on drive shaft (F) =
Torque
Perpendicular distance from fixed constraints
= 5340.70/0.4421
= 12080.31N

15. STATIC ANALYSIS OF DRIVE SHAFT USING STEEL
MATERIAL PROPERTIES:
Material used for drive shaft is Stainless
steel alloy:
Young’s Modulus: 200 GPa
Poisson’s Ratio: 0.3
Density: 7850 Kg/m3
Yield strength: 300 MPa
Element Types used:
Name of the Element: SOLID 187
Number of Nodes: 10
DOF: UX, UY & UZ
Geometric model of the drive shaft

16. BOUNDARY CONDITIONS:
Boundary conditions for one-piece drive shaft are given as one
end fixed (constrained) with zero displacement in linear and rotation
moment. Estimated force (12080.31 N) passed through another end for all
different types of material.
Applied boundary conditions on cylindrical bearing

17. RESULTS
DEFLECTIONS:
Resultant displacement of drive shaft

18. Stress:
Stress formed on shaft

19. MODEL(DYNAMIC) ANALYSIS OF DRIVE SHAFT USING
STEEL MATERIAL:
Applied fixed load on drive shaft

20. NATURAL FREQUENCY RESULTS
Natural frequency results

21. The mode shapes:
1) Mode shape@ 178.83 Hz
Mode shape of drive shaft @178.83 Hz

22. 2) Mode shape@ 179.02 Hz:
Mode shape of drive shaft @179.02 Hz

23. 3) Mode shape@ 1158.48Hz
Mode shape of drive shaft @1158.48Hz

24. STATIC ANALYSIS OF COMPOSITE MATERIALS (E-Glass/Epoxy)USED
FOR ONE-PIECE DRIVF SHAFT:
S. No Property Units E-Glass/Epoxy
1. E11 GPa 50.0
2. E22 GPa 12.0
3. G12 GPa 5.6
4. 12 - 0.3
5. St
1= Sc
1 MPa 800.0
6. St
2= SC
2 MPa 40.0
7. S12 MPa 72.0
8. ρ Kg/m3 2000.0
Material properties for Composite Materials(E-Glass/Epoxy)
MATERIAL PROPERTIES

25. BOUNDARY CONDITIONS:
Boundary conditions for one-piece drive shaft are given as one end
fixed (constrained) with zero displacement in linear and rotation moment.
Estimated torque (1063.02 N.m) passed through another end for all different
types of material.
Applied boundary conditions of drive shaft

26. RESULTS
DEFLECTIONS
Resultant displacement of drive shaft .

27. Stress:
Stress formed on drive shaft

28. MODEL ANALYSIS OF DRIVE SHAFT FOR E-GLASS/EPOXY
MATERIAL:
Model of one-piece drive shaft

29. Boundary conditions:
One end of drive shaft is constrained in both linear and
rotational moments.
Boundary conditions applied on the drive shaft

30. NATURAL FREQUENCY RESULTS
Result frequencies for E-Glass/Epoxy material

31. The mode shapes:
1) Mode shape@ 313.618 Hz:
Mode shape of drive shaft @313.618 Hz

32. 2) Mode shape@ 314.14 Hz:
Mode shape of drive shaft @314.14 Hz

33. 3) Mode shape@ 599.63Hz:
Mode shape of drive shaft @599.63 Hz

34. STATIC ANALYSIS OF COMPOSITE MATERIALS (HM Carbon/Epoxy)
USED FOR ONE-PIECE DRIVF SHAFT
Material properties
S. No Property Units HM Carbon/Epoxy
1. E11 GPa 190.0
2. E22 GPa 7.7
3. G12 GPa 4.2
4. 12 - 0.3
5. St
1= Sc
1 MPa 870.0
6. St
2= SC
2 MPa 94.0
7. S12 MPa 30.0
8. ρ Kg/m3 1600.0
Material properties for HM carbon/Epoxy material

35. BOUNDARY CONDITIONS:
Boundary conditions for one-piece drive shaft are given as one end
fixed (constrained) with zero displacement in linear and rotation moment.
Estimated torque (1063.02 N.m) passed through another end for all different
types of material.
Applied boundary conditions of drive shaft

36. RESULTS
DEFLECTIONS:
Resultant displacement of drive shaft .

37. Stress:
Stress formed on drive shaft

38. MODEL ANALYSIS OF DRIVE SHAFT FOR HM CARBON/EPOXY
MATERIAL
Model of one-piece drive shaft

39. Boundary conditions:
One end of drive shaft is constrained in both linear and
rotational moments.
Boundary conditions applied on the drive shaft

40. NATURAL FREQUENCY RESULTS
Result Frequencies for HM Carbon/Epoxy material

41. The mode shapes:
1) Mode shape@ 313.78 Hz:
Mode shape of drive shaft @313.78 Hz

42. 2) Mode shape@ 314 Hz:
Mode shape of drive shaft @314 Hz

43. 3) Mode shape@ 599.66Hz:
Mode shape of drive shaft @599.66 Hz

44. Weight absorbed from model analysis results are
given below
MATERIAL WEIGHT
Steel material 0.5562E-2(tons)=5.56Kg
E-Glass/Epoxy 0.1417E-2(tons)=1.41Kg
HM Carbon/Epoxy 0.11354E-2(tons)=1.13Kg
Weight absorbed from model analysis

45. Cost of steel =5.56 X 85=473
Cost of E-Glass epoxy =1.41 X 350 =494
Cost of HM Carbon/Epoxy =1.31 X 315 =356

46. RESULT AND CONCLUSION
In this project, have performed
1. Static analysis
2. Model analysis of drive shaft by using different materials (steel, E-
glass/Epoxy and HM Carbon/Epoxy) and results are tabulated below.
Results type Steel material E-Glass/Epoxy HM Carbon/Epoxy
Deformation (mm) 0.0074 0.020 0.0061
Von-mises
stress(MPa)
36.91 38.84 40.82
Frequency
range(Hz)
178.83 – 1155.5 313.62 – 599.63 313.78 – 599.67
Mass (Kg) 5.56 1.41 1.13
From analysis results, observed that drive withstands under
loading condition at all materials but here vonmises stress formed on E-
Glass/Epoxy drive shaft is less compare to remaining materials. And also
having less frequency range. So E-Glass/Epoxy is a best material for
designed drive shaft.

47. Merits of Composite Drive Shaft:
 They have high specific modulus and strength.
 They possess property like reduced weight.
 As the weight reduces, fuel consumption will be reduced.
 They have good corrosion resistance.
 Greater torque capacity than steel shaft.
 They have high damping capacity hence they produce less vibration and
noise.
 Greater torque capacities than steel shaft.
 Longer fatigue life than steel shaft.
 Lower rotating weight transmits more of available Power.

48. Future Scope:
 This study leaves wide scope for future investigations. It can be
extended to newer composites using other reinforcing phases and the
resulting experimental findings can be similarly analyzed.
 The biological evaluation of glass/carbon fiber reinforced epoxy resin
composite has been much less studied area. There is a very wide scope
for future scholars to explore this area of research. Many other aspects
of this problem like effect of fiber orientation, loading pattern, weight
fraction of ceramic fillers on wear response of such composites require
further investigation.

49. REFERENCES
1. McEvily, A.J, “Metal Failures: Mechanisms, Analysis,
Prevention”, Wiley, New York (2002), pp. 303–307.
2. Heyes, AM, “Automotive component failures”, Eng Fail Anal,
1998, pp.129–141.
3. Heisler, H, “Vehicle and engine technology”, 2nd ed, London,
SAE International, 1999.
4. Vogwell, J, “Analysis of a vehicle wheel shaft failure”,
Engineering Failure Analysis, 1998, Vol. 5, No. 4, pp. 271-277.
5. ASM metals handbook, “Fatigue and fracture”, vol. 19, Metals
Park (OH), 1996.
6. Bayrakceken, H, “Failure analysis of an automobile differential
pinion shaft”, Engineering Failure Analysis 13 (2006), pp.
1422–1428.
7. P.K. Mallick, S. Newman. Composite materials technology.
Hanser Publishers. pp. 206-10, 1990.

50. Thank you