Design and Finite element analysis for static and dynamic behaviour of composite shaft documentation

DESIGN AND FINITE ELEMENT ANALYSIS FOR STATIC AND DYNAMIC BEHAVIOUR OF COMPOSITE SHAFT
Dept. of Mechanical Engineering, K.S.R.M.C.E Page 1
CHAPTER-1
INTRODUCTION
1.1 DRIVE SHAFT:
A driveshaft or driving shaft is a device that transfers power from the engine to the point
where work is applied. In the case of automobiles, the drive shaft transfers engine torque to
the drive axle, which connects the two wheels together on opposite sides and with which they
turn. 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. Drive shaft today, however, has U-joints, devices
which help them to move up and down during suspension. Some drive shafts also have
another kind of joint, called slip joints, which allow them to adjust their lengths to the
movement of the suspension.
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
Carrie, driveshaft must be strong enough to bear the stress that is required in the transmission
of power.
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
UNIVERSAL JOINT:
A universal joint sometimes called carden joint, allows the drive to be transmitted through a
variable angle.

CONSTANT VELOCITY (CV) JOINT:
CV joint accommodates angular changes more effectively between ends of one-piece drive
shaft. For front wheel drive systems, the short distance between wheel hubs and final drive
housing. Combined with a large movement of wheel due to suspension deflection and
steering angle i.e., maximum drive angle of universal joints are great. A CV joint at each end
of drive shaft meets the angle requirement.
Fig.1: One-piece drive shaft
Fig.2: One-piece drive shaft in vehicle

1.2 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. The downside is often the cost. Although the resulting product is more
efficient, the raw materials are often expensive.
Composite material a combination of a matrix and a reinforcement, which when
combined gives properties superior to the properties of the individual components. In the case
of a composite, the reinforcement is the fibers and is used to fortify the matrix in terms of
strength and stiffness.
The reinforcement fibers can be cut, aligned, placed in different ways to affect the
properties of the resulting composite. The matrix, normally a form of resin, keeps the
reinforcement in the desired orientation. It protects the reinforcement from chemical and
environmental attack, and it bonds the reinforcement so that applied loads can be effectively
transferred.
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 fiber-reinforced polymers (CFRP)
2. Glass fiber-reinforced polymers (GFRP)
3. Aramid products (e.g. Kevlar)
4. Bio-derived polymers (or biocomposites)
1.3 VON-MISES STRESS AND VON-MISES THEORY
THEORIES OF FAILURE:
Determining the expected mode of failure is an important first step in analysing a part
design. The failure mode will be influenced by the nature of load, the expected response of

the material and the geometry and constraints. In an engineering sense, failure may be
defined as the occurrence of any event considered to be unacceptable on the basis of part
performance. The modes of failure considered here are related to mechanical loads and
structural analysis. A failure may include either an unacceptable response to a temporary load
involving no permanent damage to the part or an acceptable response which does involve
permanent, and sometimes catastrophic, damage. The purpose of theories of failure is to
predict what combination of principal stresses will result in failure. There are number of
theories to describe failure criteria, of them these are the widely accepted theories.
Octahedral or distortion energy theory (von mises-hencky)
σ1²+σ2²+σ3²-σ1σ2-σ2σ3-σ3σ1 = σy². According to this theory failure is assumed to take
place when the maximum shear strain energy exceeds the shear strain energy in a simple
tensile test. This is very much valid for ductile material; in this the energy which is actually
responsible for the distortion is taken into consideration.
1.4 FACTOR OF SAFETY
- Design stress: A machine part when subjected to maximum permissible stress is large
enough to prevent failures during unfavorable conditions.
- Ultimate strength: It is defined as the maximum stress a material can withstand when
being stretched before failing or breaking.
- Factor of safety is defined as the ratio of material strength and allowable stress. Material
strength includes ultimate strength, or yield strength or endurance strength.
- For brittle materials having static load, factor of safety is the ratio of ultimate strength and
design stress.
- For ductile materials having static load, factor of safety is the ratio of yield strength and
design stress.

CHAPTER-2
LITERATURE SURVEY
ANUPAM SINGHAL, R. K. MANDLOI: have published an entitled on “Failure Analysis
of Automotive FWD Flexible Drive Shaft”. According to this, Drive shafts are carriers of
torque. They are subject to torsion and shear stress, equivalent to the difference between the
input torque and the load. They must therefore be strong enough to bear the stress, whilst
avoiding too much additional weight as that would in turn increase their inertia.
D.DINESH, F.ANAND RAJU: have written a title on “Optimum Design and Analysis of a
Composite Drive Shaft for an Automobile by Using Genetic Algorithm and Ansys”. In this
title 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.
BHIRUD PANKAJ PRAKASH, BIMLESH KUMAR SINHA: has published a journal on
“ANALYSIS OF DRIVE SHAFT”. This paper includes Composite materials can be tailored
to efficiently meet the design requirements of strength, stiffness and composite drive shafts
weight less than steel or aluminum of similar strength. It is possible to manufacture one piece
of composite. Drive shaft to eliminate all of the assembly connecting two piece steel drive
shaft. Also, composite materials typically have a lower modulus of elasticity. As a result,
when torque peaks occur in the driveline, the driveshaft can act as a shock absorber and
decrease stress on part of the drive train extending life.
V. S. BHAJANTRI, S. C. BAJANTRI, A. M. SHINDOLKAR, and S. S. AMARAPURE:
have written a paper on “DESIGN AND ANALYSIS OF COMPOSITE DRIVE SHAFT”.
This paper presents that substituting composite structures for conventional metallic structures
has much advantage because of higher specific stiffness and strength of composite materials.
Composite materials have been widely used to improve the performance of various types of
structures. Compared to conventional materials, the main advantages of composites are their
superior stiffness to mass ratio as well as high strength to weight ratio.

SAGAR R DHARMADHIKARI, 1 SACHIN G MAHAKALKAR, 2 JAYANT P GIRI, 3
NILESH D KHUTAFALE: submitted a paper on ““Design and Analysis of Composite
Drive Shaft using ANSYS and Genetic Algorithm”. This paper presents Drive shaft is the
main component of drive system of an automobile. Use of conventional steel for
manufacturing of drive shaft has many disadvantages such as low specific stiffness and
strength. Conventional drive shaft is made up into two parts to increase its fundamental
natural bending frequency. Two piece drive shaft increases the weight of drive shaft which is
not desirable in today‟s market. Many methods are available at present for the design
optimization of structural systems and these methods based on mathematical programming
techniques involving gradient search and direct search. These methods assume that the design
variables are continuous. But in practical structural engineering optimization, almost all the
design variables are discrete. This is due to the availability of components in standard sizes
and constraints due to construction and manufacturing practices.
KIRAN A. JAGTAP, PROF. P. M. SONAWANA: has published a paper on “Design and
Analysis of Drive Shaft for heavy duty truck”. In automobiles the drive shaft is used for
the transmission of motion from the engine from the differential. An automotive propeller
shaft, or drive shaft, transmits power from the engine to differential gears of rear wheel
driving vehicle. The power from transmission shaft should be transmitted to the rear axle of
the vehicle. The axis of the transmission and the connecting member of rear axle are at an
angle, which changes with the variation on load or the road condition. To facilitate the power
transmission at a variable angle a propeller shaft is used. With respect to the geometrical
construction the propeller shafts are categorized into single-piece, two-piece and three-piece
propeller shaft. In case of two or multi stage propeller shaft length of the rear propeller shaft
is subjected to variation while the remaining propeller shafts are rigid members i.e. do not
change in length. The variation in the length of rear propeller shaft is allowed using a splined
shaft. Generally length of the propeller shaft is decided after freezing the remaining
aggregates.

CHAPTER-3
PROBLEM DEFINITION AND METHODOLOGY
3.1 Problem definition:
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. Composite materials are play
major role in optimization of weight of shaft.
3.2 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.

CHAPTER-4
TORQUE TRANSMISSION CAPACITY OF ONE-PIECE
DRIVE SHAFT
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:
1. Material properties of steel:
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
Table.1: Material Properties of steel
Torque transmission capacity of drive shaft:
T = Ss
((( ) ( ) ))
= 250
(( ) ( ))
= 5340.70 N.m

Load acting on drive shaft (F) =
= 5340.70/0.4421
= 12080.31N
Torque transmission capacity value applied for all different materials used in Drive
shaft and from the analysis results, suitable material will be proposed to one-piece drive shaft.

CHAPTER-5
MODELING OF ONE-PIECE DRIVE SHAFT
UNIGRAPHICS INTRODUCTION
Overview of Solid Modeling
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.
Advantages of Solid Modeling
Solid Modeling raises the level of expression so that designs can be defined in terms
of engineering features, rather than lower-level CAD geometry. Features are parametrically
defined for dimension-driven editing based on size and position.
Features
 Powerful built-in engineering-oriented form features-slots, holes, pads, bosses, pockets-
capture design intent and increase productivity
 Patterns of feature instances-rectangular and circular arrays-with displacement of
individual features; all features in the pattern are associated with the master feature
Blending and Chamfering
 zero radius
 Ability to chamfer any edge

 Cliff-edge blends for designs that cannot accommodate complete blend radius but still
require blends
Advanced Modeling Operations
 Profiles can be swept, extruded or revolved to form solids
 Extremely powerful hollow body command turns solids into thin-walled designs in
seconds; inner wall topology will differ from the outer wall, if necessary
 Fixed and variable radius blends may overlap surrounding faces and extend to a Tapering
for modeling manufactured near-net shape parts
 User-defined features for common design elements (Unigraphics NX/User-Defined
Features is required to define them in advance
General Operation
 Start with a Sketch
Use the Sketcher to freehand a sketch, and dimension an "outline" of Curves. You can
then sweep the sketch using Extruded Body or Revolved Body to create a solid or sheet body.
You can later refine the sketch to precisely represent the object of interest by editing the
dimensions and by creating relationships between geometric objects. Editing a dimension of
the sketch not only modifies the geometry of the sketch, but also the body created from the
sketch.
 Creating and Editing Features
Feature Modeling lets you create features such as holes, slots and grooves on a
model. You can then directly edit the dimensions of the feature and locate the feature by
dimensions. For example, a Hole is defined by its diameter and length. You can directly edit
all of these parameters by entering new values. You can create solid bodies of any desired
design that can later be defined as a form feature using User Defined Features. This lets you
create your own custom library of form features.
 Associativity
Associatively is a term that is used to indicate geometric relationships between
individual portions of a model. These relationships are established as the designer uses

various functions for model creation. In an associative model, constraints and relationships
are captured automatically as the model is developed. For example, in an associative model, a
through hole is associated with the faces that the hole penetrates. If the model is later changed
so that one or both of those faces moves, the hole updates automatically due to its association
with the faces. See Introduction to Feature Modeling for additional details.
 Positioning a Feature
Within Modeling, you can position a feature relative to the geometry on your model
using Positioning Methods, where you position dimensions. The feature is then associated
with that geometry and will maintain those associations whenever you edit the model. You
can also edit the position of the feature by changing the values of the positioning dimensions.
 Reference Features
You can create reference features, such as Datum Planes, Datum Axes and Datum
CSYS, which you can use as reference geometry when needed, or as construction devices for
other features. Any feature created using a reference feature is associated to that reference
feature and retains that association during edits to the model. You can use a datum plane as a
reference plane in constructing sketches, creating features, and positioning features. You can
use a datum axis to create datum planes, to place items concentrically, or to create radial
patterns.
 Expressions
The Expressions tool lets you incorporate your requirements and design restrictions
by defining mathematical relationships between different parts of the design. For example,
you can define the height of a boss as three times its diameter, so that when the diameter
changes, the height changes also.
 Boolean Operations
Modeling provides the following Boolean Operations: Unite, Subtract, and Intersect.
Unite combines bodies, for example, uniting two rectangular blocks to form a T-shaped solid
body. Subtract removes one body from another, for example, removing a cylinder from a

block to form a hole. Intersect creates a solid body from material shared by two solid bodies.
These operations can also be used with free form features called sheets.
 Undo
You can return a design to a previous state any number of times using the Undo
function. You do not have to take a great deal of time making sure each operation is
absolutely correct, because a mistake can be easily undone. This freedom to easily change the
model lets you cease worrying about getting it wrong, and frees you to explore more
possibilities to get it right.
 Additional Capabilities
Other Unigraphics NX applications can operate directly on solid objects created
within Modeling without any translation of the solid body. For example, you can perform
drafting, engineering analysis, and NC machining functions by accessing the appropriate
application. Using Modeling, you can design a complete, unambiguous, three dimensional
model to describe an object. You can extract a wide range of physical properties from the
solid bodies, including mass properties. Shading and hidden line capabilities help you
visualize complex assemblies. You can identify interferences automatically, eliminating the
need to attempt to do so manually. Hidden edge views can later be generated and placed on
drawings. Fully associative dimensioned drawings can be created from solid models using the
appropriate options of the Drafting application. If the solid model is edited later, the drawing
and dimensions are updated automatically.
 Parent/Child Relationships
If a feature depends on another object for its existence, it is a child or
dependent of that object. The object, in turn, is a parent of its child feature. For example, if a
HOLLOW (1) is created in a BLOCK (0), the block is the parent and the hollow is its child.A
parent can have more than one child, and a child can have more than one parent. A feature
that is a child can also be a parent of other features. To see all of the parent-child
relationships between the features in your work part, open the Part Navigator.

 Creating A Solid Model
Modeling provides the design engineer with intuitive and comfortable modeling
techniques such as sketching, feature based modeling, and dimension driven editing. An
excellent way to begin a design concept is with a sketch. When you use a sketch, a rough idea
of the part becomes represented and constrained, based on the fit and function requirements
of your design. In this way, your design intent is captured. This ensures that when the design
is passed down to the next level of engineering, the basic requirements are not lost when the
design is edited.
The strategy you use to create and edit your model to form the desired object depends
on the form and complexity of the object. You will likely use several different methods
during a work session. The next several figures illustrate one example of the design process,
starting with a sketch and ending with a finished model. First, you can create a sketch
"outline" of curves. Then you can sweep or rotate these curves to create a complex portion of
your design.
 Introduction to Drafting
The Drafting application is designed to allow you to create and maintain a variety of
drawings made from models generated from within the Modeling application. Drawings
created in the Drafting application are fully associative to the model. Any changes made to
the model are automatically reflected in the drawing. This associativity allows you to make as
many model changes as you wish. Besides the powerful associativity functionality, Drafting
contains many other useful features including the following:
 An intuitive, easy to use, graphical user interface. This allows you to create drawings
quickly and easily.
 A drawing board paradigm in which you work "on a drawing." This approach is similar to
the way a drafter would work on a drawing board. This method greatly increases
productivity.
 Support of new assembly architecture and concurrent engineering. This allows the drafter
to make drawings at the same time as the designer works on the model.
 The capability to create fully associative cross-sectional views with automatic hidden line
rendering and crosshatching.

 Automatic orthographic view alignment. This allows you to quickly place views on a
drawing, without having to consider their alignment.
 Automatic hidden line rendering of drawing views.
 The ability to edit most drafting objects (e.g., dimensions, symbols, etc.) from the
graphics window. This allows you to create drafting objects and make changes to them
immediately.
 On-screen feedback during the drafting process to reduce rework and editing.
 User controls for drawing updates, which enhance user productivity.
Finally, you can add form features, such as chamfers, holes, slots, or even user defined
features to complete the object.
 Updating Models
A model can be updated either automatically or manually. Automatic updates are
performed only on those features affected by an appropriate change (an edit operation or the
creation of certain types of features). If you wish, you can delay the automatic update for edit
operations by using the Delayed Update option. You can manually trigger an update of the
entire model. You might, for example, want to use a net null update to check whether an
existing model will successfully update in a new version of Unigraphics NX before you put a
lot of additional work into modifying the model. (A net null update mechanism forces a
complete update of a model, without changing it.)
The manual methods include:
 The Unigraphics NX Open C and C++ Runtime function,
UF_MODL_update_all_features, which logs all the features in the current work part to the
UNIGRAPHICS NX update list, and then performs an update. See the UNIGRAPHICS
NX Open C and C++ Runtime Reference Help for more information.
 The Playback option on the Edit Feature dialog, which recreates the model, starting at its
first feature. You can step through the model as it is created one feature at a time, move
forward or backward to any feature, or trigger an update that continues until a failure
occurs or the model is complete.
 The Edit during Update dialog, which appears when you choose Playback, also includes
options for analyzing and editing features of the model as it is recreated (especially useful

for fixing problems that caused update failures).Methods that users have tried in the past
that has led to some problems or is tricky to use:
 One method uses the Edit Feature dialog to change the value of a parameter in each root
feature of a part, and then change it back before leaving the Edit Feature dialog. This
method produces a genuine net null update if used correctly, but you should ensure that
you changed a parameter in every root feature (and that you returned all the parameters to
their original values) before you trigger the update.
Another method, attempting to suppress all of the features in a part and then unsuppressed
them, can cause updates that are not net null and that will fail.The failures occur because not
all features are suppressible; they are left in the model when you try to suppress all features.
As the update advances, when it reaches the point where most features were suppressed, it
will try to update the features that remain (this is like updating a modified version of the
model). Some of the "modifications" may cause the remaining features to fail. For these
reasons, we highly recommend that you do not attempt to update models by suppressing all or
unsurprising all features. Use the other options described here, instead.
2D Sketch of one-piece drive shaft
2d sketch and 3D model of one-piece drive shaft done in unigraphics software based
on input.
Fig.3: 2D sketch of shaft

Fig.4: 2D sketch of V-joint
Fig.5: Drawing Sketch in Unigraphics NX CAD
All Dimensions are in mm

Fig.6: Dimensions showing in the Design
Fig.7: Appling Revolve Command in the Software

3D MODEL OF ONE-PIECE DRIVE SHAFT
Fig.8: 3D modeling of one-piece drive shaft

CHAPTER-6
FINITE ELEMENT ANALYSIS OF DRIVE SHAFT
6.1 INTRODUCTION TO FINITE ELEMENT METHOD
Discrimination or Idealization of an object is known as Finite Element Method. In simple
words, In FEM we are dividing object into countable no. of parts to check object into
countable no. of parts to check the results at desired position.
ADVANTAGES:
1. We can apply loads at any desired position i.e. at any node and at any element.
2. We can check results at any desired point or node on the object.
6.2 INTRODUCTION TO FINITE ELEMENT ANALYSIS
Finite Element Analysis
(FEA) was first developed in 1943 by R. Courant, who utilized the Ritz method of
numerical analysis and minimization of variation calculation to obtain approximate solution
to vibration systems. Shortly thereafter, a paper published in 1956 by M.J Turner, R.W
Claough, H.C Martin and L.J Top, Established a broader definition of a numerical analysis.
The paper centered on the “Stiffness and deflection of complex structures”.
By the earlier 70‟s, FEA was limited to expensive mainframe Computers, Generally owned
by Aeronautics, Automotive, Defense and nuclear industries. Since the rapid decline in the
cost of the computers and the phenomenal increase in compute ring power, FEA have been
developed to an incredible precision. Present day super computers are now able to produce
accurate results for all kind of parameters.
FEA consists of a computer model of material or design i.e. stressed and analyzed for specific
results. It is used in new product design and existing product refinement. Accompany is able
to verify a proposed design will be able to perform the clients specification prior to the
manufacturing or construction. Modifying an existing product for structure is utilized to

qualify the product or structure for a new service conditions. In case of structure failure FEA
may be used to help determine the design modifications to meet the new conditions.
There are generally two types of analysis that are used in Industry; 2-D Modeling and 3-D
Modeling.
While 2-D Modeling conserves simplicity and allows the analysis to be run on a relatively
normal computer, it tends to less accurate results. 3-D Modeling however produces more
accurate results while sacrificing the ability to run on all but the fastest computers effectively.
Within each of these modeling schemes the programmer can insert numerous algorithms
(functions) which may make the system behave linearly or non- linearly. Linear systems are
far less complex and generally do not take into account plastic deformations. Non- linear
systems do account for plastic deformations and May also are capable for testing a material
all the way to fracture.
FEA use a complex system of points called Node which make a grid called a mess. This mess
is programmed to contain the material and structural properties which define how the
structure will react to certain loading conditions. Node are assigned at ascertain density
throughout a material depending on the anticipated stress level of particular area. Regions
which will receive large amount of stress usually have higher node density then those which
Experience little or no stress. Points of interest may consist of; Fracture point of previously
tested material, fillets, corners, complex detail, a high stress areas. The mesh acts like spider
web in that form each nodes. Their extends a mesh elements to each of the adjacent nodes.
This web vectors is what carries the materials properties of object, creating many elements.
A wide range of objective functions (variables within the system) are available for
minimization and maximization.
1. Mass, Volume, Temperature
2. Strain energy, Stress –Strain
3. Force, Displacement, Velocity, acceleration
4. Synthetics (user defined)

Their multiple loading Conditions which may be applied to a system. Some examples are
shown
1. Point, pressure, thermal, gravity and centrifugal static loads.
2. Thermal loads from solution of heat transfer analysis
3. Enforce displacements
4. Heat flux and Convection
5. Point pressure and gravity, dynamic loads
Each FEA program may come with an element library or one is constructed over time. Some
sample examples are:
1. Road elements
2. Beam elements
3. Plate/ Shell/composite Elements
4. Shear panel
5. Solid elements
6. Spring elements
7. Mass elements
8. Rigid elements
9. Viscous damping elements
Many FEA program also equipped with the capability to use multiple materials within the
structure such as:
1. Isotropic, Identical throughout
2. Orthotropic, Identical at 90 degrees
3. General anisotropic, Different throughout

TYPE OF ENGINEERING ANALYSIS
STUCTURAL analysis consists of linear and non-linear models. Linear models use simple
parameters and assume that material is not plastically deformed. Non- linear models consist
of stressing the materials past its elastic capacities. The stresses in material then vary with
amount of deformation as in.
VIBRATIONAL analysis is used to test a material against random vibrations, shock and
impact. Each of these incidents may act on the natural vibrational frequency of material
which in turn may cause resonance and subsequent failure.
FATIGUE analysis helps designers to predict the life of the materials or structure by
showing the effects of cyclic loading on the specimen. Such analysis can show the areas
where crack propagation is most likely occur. Failure due to fatigue may also show the
damage tolerance of the material.
HEAT TRANSFER analysis models the conductivity or thermal fluid dynamics of the
material or structure. This may consists of steady state or transient transfer. Steady state
transfer refers to constants thermo properties in the material that yield linear heat diffusion
6.3 INTRODUCTION TO 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 testing in environments where it otherwise would be undesirable or
impossible
The ANSYS program has a compressive graphical user interface (GUI) that gives users
easy, interactive access to program functions, commands, documentation, and reference
material. An intuitive menu system helps users navigate through the ANSYS Program. Users
can input data using a mouse, a keyboard, or a combination of both. A graphical user
interface is available throughout the program, to guide new users through the learning process
and provide more experienced users with multiple windows, pull-down menus, dialog boxes,
tool bar and online documentation.
ORGANIZATION OF THE ANSYS PROGRAM
The ANSYS program is organized into two basic levels:
 Begin level
 Processor (or Routine) level
The begin level acts as a gateway in to and out of the ANSYS program. It is also used for
certain global program controls such as changing the job name, clearing (zeroing out) the
database, and copying binary files. When we first enter the program, we are at the begin
level.
At the processor level, several processors are available; each processor is a set of
functions that perform a specific analysis task. For example, the general preprocessor
(PREP7) is where we build the model, the solution processor(SOLUTION)is where we apply
loads and obtain the solution, and the general postprocessor(POST1) is where we evaluate the
results and obtain the solution. An additional postprocessor (POST26), enables we to evaluate
solution results at specific points in the model as a function of time.
PERFORMING A TYPICAL ANSYS ANALYSIS
The ANSYS program has many finite element analysis capabilities, ranging from a
simple, linear, static analysis to a complex, nonlinear, transient dynamic analysis. The
analysis guide manuals in the ANSYS documentation set describe specific procedures for
performing analysis for different engineering disciplines.

A typical ANSYS analysis has three distinct steps:
 Build the model
 Apply loads and obtain the solution
 Review the results
The following table shows the brief description of steps followed in each phase.
PRE-PROCESSOR SOLUTION
PROCESSOR
POST-PROCESSOR
Assigning element type Analysis definition Read results
Geometry definition Constant definition Plot results on graphs
Assigning real constants Load definition View animated results
Material definition Solve
Mesh generation
Model display
Table.2: Description of steps followed in each plane in Ansys
PRE-PROCESSOR:
The input data for an ANSYS analysis are prepared using a preprocessor. The general
preprocessor (PREP 7) contains powerful solid modeling a mesh generation capabilities, and
is also used to define all other analysis data with the benefit of date base definition and
manipulation of analysis data. Parametric input, user files, macros and extensive online
documentation are also available, providing more tools and flexibility

For the analyst to define the problem. Extensive graphics capability is available throughout
the ANSYS program, including isometric, perceptive, section, edge, and hidden-line displays
of three-dimensional structures-y graphs of input quantities and results, ands contour displays
of solution results.
The pre-processor stage involves the following:
 Specify the title, which is the name of the problem. This is optional but very useful,
especially if a number of design iterations are to be completed on the same base
mode.
 Setting the type of analysis to be used ,e.g., Structural, Thermal, Fluid, or
electromagnetic, etc
 Creating the model. The model may be created in pre-processor, or it can be imported
from another CAD drafting package via a neutral file format.
 Defining element type, these chosen from element library.
 Assigning real constants and material properties like young‟s modules, Poisson‟s
ratio, density, thermal conductivity, damping effect, specific heat, etc.
 Apply mesh. Mesh generation is the process of dividing the analysis continuum into
number of discrete parts of finite elements.
SOLUTION PROCESSOR
Here we create the environment to the model, i.e., applying constraints &loads. This is
the main phase of the analysis, where the problem can be solved by using different solution
techniques. Her three major steps involved:
 Solution type required, i.e. static, model, or transient etc., is selected
 Defining loads. The loads may be point loads, surface loads; thermal loads like
temperature, or fluid pressure, velocity are applied.
 Solve FE solver can be logically divided in o three main steps, the pre-solver, the
mathematical-engine and post-solver. The pre-solver reads the model created by pre-
processor and formulates the mathematical representation of the model and calls the
mathematical-engine, which calculates the result. The result return to the solver and

the post solver is used to calculate strains, stresses, etc., for each node within the
component or continuum.
POST –PROCESSOR:
Post processing means the results of an analysis. It is probably the most important
step in the analysis, because we are trying to understand how the applied loads affects the
design, how food your finite element mesh is, and so on.
The analysis results are reviewed using postprocessors, which have the ability to
display distorted geometries, stress and strain contours, flow fields, safety factor contours,
contours of potential filed results; vector field displays mode shapes and time history graphs.
The postprocessor can also be used for algebraic operations, database manipulators,
differentiation, and integration of calculated results. Response spectra may be generated from
dynamic analysis. Results from various loading may be harmonically loaded axis metric
structures.
REVIEW THE RESULTS:
Once the solution has been calculated, we can use the ANSYS postprocessor to
review the results. Two postprocessors are available: POST1 and POST 26. We use POST 1,
the general postprocessor to review the results at one sub step over the entire model or
selected portion of the model. We can obtain contour displays, deform shapes and tabular
listings to review and interpret the results of the analysis. POST 1 offers many other
capabilities, including error estimation, load case combination, calculation among results data
and path operations.
We use POST 26, the time history post processor, to review results at specific points
in the model over all time steps. We can obtain graph plots of results, data vs. time and
tabular listings. Other POST 26 capabilities include arithmetic calculations and complex
algebra.
In the solution of the analysis the computer takes over and solves the simultaneous
set of equations that the finite element method generates, the results of the solution are
 Nodal degree of freedom values, which form the primary solution
 Derived values which form the element solution

MESHING:
Before meshing the model and even before building the model, it is important to think
about whether a free mesh or a mapped mesh is appropriate for the analysis. A free mesh has
no restrictions in terms of element shapes and has no specified pattern applied to it.
Compare to a free mesh, a mapped mesh is restricted in terms of the element shape it
contains and the pattern of the mesh. A mapped area mesh contains either quadrilateral or
only triangular elements, while a mapped volume mesh contains only hexahedron elements.
If we want this type of mesh, we must build the geometry as series of fairly regular volumes
and/or areas that can accept a mapped mesh.
FREE MESHING:
In free meshing operation, no special requirements restrict the solid model. Any
model geometry even if it is regular, can be meshed. The elements shapes used will depend
on whether we are meshing areas or volumes. For area meshing, a free mesh can consist of
only quadrilateral elements, only triangular elements, or a mixture of the two. For volume
meshing, a free mesh is usually restricted to tetrahedral elements. Pyramid shaped elements
may also be introduced in to the tetrahedral mesh for transitioning purposes.
MAPPED MESHING
We can specify the program use all quadrilateral area elements, all triangular area
elements or all hexahedra brick volume elements to generate a mapped mesh. Mapped
meshing requires that an area or volume be “regular”, i.e., it must meet certain criteria.
Mapped meshing is not supported when hard points are used. An area mapped mesh consists
of either all quadrilateral elements or all triangular elements
For an area to accept a mapped mesh the following conditions must be satisfied:
 The area must be bounded by either three or four lines
 The area must have equal numbers of element divisions specified on opposite sides, or
have divisions matching one transition mesh patterns.
 If the area is bounded by three lines, the number of element divisions must be even and equal on
all sides

 The machine key must be set to mapped. This setting result in a mapped mesh of either all
quadrilateral elements or all triangular elements depending on the current element type
and shape key.
 Area mapped meshes shows a basic area mapped mesh of all quadrilateral elements and a
basic area mapped mesh of all triangular elements.
DESCRIPTION:
Finite Element Modeling (FEM) and Finite Element Analysis (FEA) are two most
popular mechanical engineering applications offered by existing CAE systems. This is
attributed to the fact that the FEM is perhaps the most popular numerical technique for
solving engineering problems. The method is general enough to handle any complex shape of
geometry (problem domain), any material properties, any boundary conditions and any
loading conditions. The generality of the FEM fits the analysis requirements of today‟s
complex engineering systems and designs where closed form solutions are governing
equilibrium equations are not available. In addition it is an efficient design tool by which
designers can perform parametric design studying various cases (different shapes, material
loads etc.) analyzing them and choosing the optimum design.
FINITE ELEMENT METHOD
The FEM is numerical analysis technique for obtaining approximate solutions to wide
variety of engineering problems. The method originated in the aerospace industry as a tool to
study stresses in complicated airframe structures. It grew out of what was called the matrix
analysis method used in aircraft design. The method has gained popularity among both
researchers and practitioners and after so many developments codes are developed for wide
variety of problems.
Structural analysis of drive shaft:
Structural analysis comprises the set of physical laws and mathematics required to
study and predicts the behavior of structures. The subjects of structural analysis are
engineering artifacts whose integrity is judged largely based upon their ability to withstand
loads; they commonly include buildings, bridges, aircraft, and ships. Structural analysis
incorporates the fields of mechanics and dynamics as well as the many failure theories. From
a theoretical perspective the primary goal of structural analysis is the computation of

deformations, internal forces, and stresses. In practice, structural analysis can be viewed more
abstractly as a method to drive the engineering design process or prove the soundness of a
design without a dependence on directly testing it.
METHODS OF PERFORMING STRUCTURAL ANALYSIS
To perform an accurate analysis a structural engineer must determine such
information as structural loads, geometry, support conditions, and materials properties. The
results of such an analysis typically include support reactions, stresses and displacements.
This information is then compared to criteria that indicate the conditions of failure. Advanced
structural analysis may examine dynamic response, stability and non-linear behavior.
DESCRIPTION:
ANSYS is a Finite Element Analysis (FEA) code widely used in the Computer Aided
Engineering (CAE) field. ANSYS software allow to construct computer models of structures,
machine components or systems, apply operating loads and other design criteria and study
physical responses, such as stress levels, temperature distributions, pressure, etc. The ANSYS
program has a variety of design analysis applications, ranging from automobiles to such
highly sophisticated systems as aircraft, nuclear reactor containment buildings and bridges.
There are 250+ elements derived for various applications in ANSYS. In the present
application shell, beam and mass elements that have structural static and dynamic analysis
capabilities were considered.
6.4 STATIC ANALYSIS OF DRIVE SHAFT USING STEEL:
A static analysis can however include steady inertia loads and time varying loads that can
be approximated as static equivalent loads. The 3d model of the cylindrical bearing is created
in NX-CAD and converted into parasolid. The parasolid file is imported into ANSYS and
finite element analysis is carried out using ANSYS software.

Fig.9: Geometric model of the drive shaft
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
SOLID187 Element Description
SOLID187 has a quadratic displacement behavior and is well suited to model
irregular meshes (such as produced from various CAD/CAM systems). The element is
defined by ten nodes having three degrees of freedom at each node: translations in the nodal

x, y, and z directions. The element also has plasticity, creep, swelling, stress stiffening, large
deflection, and large strain capabilities.
Fig.10: Meshed model of drive shaft
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.
Fig.11: Applied boundary conditions on cylindrical bearing

RESULTS
DEFLECTIONS:
Fig 12: Resultant displacement of drive shaft.
Stress:
Fig.13: Von mises Stress formed on shaft
From static analysis results for steel material, the resultant displacement found on
one-piece drive shaft is 0.029 mm. The Von misses stress formed on drive shaft is 36.91
Mpa. The yield strength of steel material is 300 MPa. The Von mises stress of drive shaft
was less than the yield strength of the material. Hence the drive shaft was safe in design for
static conditions.

6.5 MODEL (DYNAMIC) ANALYSIS OF DRIVE SHAFT USING STEEL
MATERIAL:
MODEL ANALYSIS
Model analysis is used to determine the vibration characteristics (natural frequencies
and mode shapes) of a structure or a machine component while it is being designed. It can
also serve as a starting point for another, more detailed, dynamic analysis, such as a transient
dynamic analysis, a harmonic response analysis, or a seismic analysis.
NATURAL FREQUENCY
Natural frequency is the frequency at which a system naturally vibrates once it has
been set into motion. In other words, natural frequency is the number of times a system will
oscillate (move back and forth) between its original position and its displaced position, if
there is no outside interference.
The natural frequency is calculated from the formula given below. The natural
frequencies depend on stiffness of the geometry and mass of the material.
f = ( ) (√ )
k=stiffness properties
m= Mass
Resonance:
In physics, resonance is the tendency of a system to oscillate with greater amplitude at
some frequencies than at others. Frequencies at which the response amplitude is a relative
maximum are known as the system's resonant frequencies, or resonance frequencies. At these
frequencies, even small periodic driving forces can produce large amplitude oscillations,
because the system stores vibration energy.

Fig.14: Applied fixed load on drive shaft
NATURAL FREQUENCY RESULTS
Fig.15: Natural frequency results

The mode shapes:
1) Mode shape@ 178.83 Hz:
Fig.16: Mode shape of drive shaft @178.83 Hz

3) Mode shape@ 1158.48Hz:
Fig.18: Mode shape of drive shaft @1158.48Hz
6.6 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
Table.3: Material properties for Composite Materials(E-Glass/Epoxy)

Fig.19: Meshed model of one-piece drive shaft
zero displacement in linear and rotation moment. Estimated torque (1063.02 N.m) passed
Fig.20: Applied boundary conditions of drive shaft

RESULTS
DEFLECTIONS:
Fig 21: Resultant displacement of drive shaft.
Stress:
Fig.22: Von mises Stress formed on drive shaft
From static analysis results for E-glass /epoxy, the resultant displacement found on drive
shaft is 0.105 mm. The Von misses stress formed on drive shaft is 38.84MPa. The yield
strength of E-glass/Epoxy material is 870 MPa. The Von mises stress of drive shaft was less

than the yield strength of the material. Hence the drive shaft was safe in design for static
conditions.
6.7 MODEL ANALYSIS OF DRIVE SHAFT FOR E-GLASS/EPOXY MATERIAL:
Model analysis was carried out on drive shaft to determine the first 5 natural
frequencies and mode shapes of a structure. From the model analysis, a total of 5 natural
frequencies are observed.
Fig.23: Finite Element Model of one-piece drive shaft
Boundary conditions:
One end of drive shaft is constrained in both linear and rotational moments.
Fig.24: Shows the boundary conditions applied on the drive shaft

The mode numbers and the corresponding frequency values are shown in the below
table. The mode shapes for all the frequencies are plotted below.
Fig.25: Result frequencies for E-Glass/Epoxy material
The mode shapes:

6.8 STATIC ANALYSIS OF COMPOSITE MATERIALS (HM Carbon/Epoxy) USED
FOR ONE-PIECE DRIVE SHAFT
Material properties for drive shaft is composite materials (HM Carbon/Epoxy):
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
Table.4: Material properties for HM carbon/Epoxy material
Fig.29: Meshed model of one-piece drive shaft

zero displacement in linear and rotation moment. Estimated torque (1063.02 N.m) passed
Fig.30: Applied boundary conditions of drive shaft
RESULTS
DEFLECTIONS:
Fig.31: Resultant displacement of drive shaft.

Stress:
Fig.32: Von mises Stress formed on drive shaft
From static analysis results for E-glass /epoxy, the resultant displacement found on drive
shaft is 0.0311 mm. The Von misses stress formed on drive shaft is 40.82MPa. The yield
strength of Carbon/Epoxy material is 870 MPa. The Von mises stress of drive shaft was less
than the yield strength of the material. Hence the drive shaft was safe in design for static
conditions.
6.9 MODEL ANALYSIS OF DRIVE SHAFT FOR HM CARBON/EPOXY
MATERIAL:
Model analysis was carried out on drive shaft to determine the first 5 natural
frequencies and mode shapes of a structure. From the model analysis, a total of 5 natural
frequencies are observed.

Fig.33: Finite Element Model of one-piece drive shaft
Boundary conditions:
One end of drive shaft is constrained in both linear and rotational moments.
Fig.34: shows the boundary conditions applied on the drive shaft
The mode numbers and the corresponding frequency values are shown in the below
table. The mode shapes for all the frequencies are plotted below.

Fig.35: Result Frequencies for HM Carbon/Epoxy material
The mode shapes:

2) Mode shape@ 314 Hz:
Fig.37: Mode shape of drive shaft @314 Hz

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
Table.5: Weight absorbed from model analysis
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
Fig 39: Graph for cost analysis

CHAPTER-7
MERITS, DEMERITS AND FUTURE SCOPE
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.
Demerits of Composite Drive Shaft:
 They have high cost of fabrication.
 Unpredictable mechanical characterization.
 Repair procedure is complex.
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.

CHAPTER-8
RESULTS 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
Table.6: Results
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 mass and frequency range. So E-Glass/Epoxy is a best
material for designed drive shaft.
 The usage of composite materials has resulted in considerable amount of weight
saving in the range of 81% to 72% when compared to steel drive shaft.
 Taking into account the weight saving, deformation, shear stress induced and
resultant frequency it is evident that composite has the most encouraging properties
to act as replacement to steel.
 Apart from being lightweight, the use of composites also ensures less noise and
vibration.
 If we consider cost of glass/epoxy composite, it is slightly higher than steel but
lesser than carbon/epoxy.
 The composite drive are safer and reliable than steel as design parameter are higher
in case of composite.
 So in comparison of mass, cost, safety and recycling steel shaft can be replaced by
composite drive shaft.

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.
8. . A. R. Abu Talib, A. Ali, M. A. Badie and et al. Developing a hybrid, carbon/glass
fiber-reinforced, epoxy composite automotive drive shaft. Mater. & Des. Vol. 31,
2010, pp. 514–521.
9. D.G. Lee, H.S. Kim, J.W. Kim, J.K. Kim.Design and manufacture of an automotive
hybrid aluminum/composite drive shaft. Compos. Struct. Vol. 63, 2004, pp. 87–99.
10. A. Pollard. Polymer matrix composite in drive line applications. GKN technology,
Wolverhampton, 1999.
11. P Thamarai, B Karthik, Automatic Braking and Evasive Steering for Active
Pedestrian Safety, Middle-East Journal of Scientific Research 20 (10), PP 1271-1276,
2014.
12. M.Bharathi, Golden Kumar,Design Approach For Pitch Axis Stabilization of 3-Dof
Helicopter System an LQR Controller, International Journal of Advanced Research in
Electrical, Electronics and Instrumentation Engineering,ISSN 2278 - 8875 , pp 351-
365 ,Vol. 1, Issue 5, November 2012.
13. SRIDHAR RAJA. D ,Foliated UC-EBG UWB Bandpass filter ,International Journal
of Advanced Research in Electrical, Electronics and Instrumentation Engineering
,ISSN (Print) : 2320 – 3765,pp 3701-3708,Vol. 2, Issue 8, August 2013.

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