have found application in many areas of daily life for quite some time. Often it is not realized that the application makes use of composite materials. This research attempt is made to evaluate the sustainability of composite material such as FRP (fiber rein forced polymer) and CRFP (carbon reinforced fiber polymer) epoxy/glass for the purpose of automotive transmission application using finite element method in Ansys. Initially literature review will be done to understand the approach. 3D model will be prepared to carryout analysis on model. Structural and vibrational analysis will be done by implementing different layer orientations on FRP & CRFP’S.

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International Journal of Research and Innovation (IJRI)
International Journal of Research and Innovation (IJRI)
INVESTIGATION OF COMPOSITE TORSION SHAFT USING
MATERIAL MATRIX IN FEA
Venkateswara Rao Kora1
, K. Deepthi2
,
1 Research Scholar, Department Of Mechanical Engineering, Vikas college of Engineering and Technology,Vijayawada rural,India
2 Assistant professor , Department Of Mechanical Engineering, Vikas college of Engineering and Technology,Vijayawada rural,India
*Corresponding Author:
Venkateswara Rao Kora ,
Research Scholar, Department Of Mechanical Engineering,
Vikas college of Engineering and Technology,
Vijayawada rural,India
Published: January 22, 2015
Review Type: peer reviewed
Volume: II, Issue : I
Citation:VenkateswaraRaoKora,ResearchScholar (2015)
INVESTIGATION OF COMPOSITE TORSION SHAFT US-
ING MATERIAL MATRIX IN FEA
Problem description
Fuel consumption is one of the most important
things while designing automobiles. Construction
of automobiles parts with metal becomes heavier in
weight.
Now a days vehicle body parts are made of compos-
ite materials to reduce weight which in terms in-
creases the mileage.
But manufacturing of machine elements in vehi-
cle is not done due to non-investigation and low
strength.
Rectification:-
Composites are gradually low strength to use them
for machine elements.
In this investigation layers (material matrix) is used
to use epoxy/composite materials.
Which improves object strength with good variation.
Layers method is generally used for aerospace ob-
ject.
This is an attempt to introduce latest technology in
automotive machine element.
INTRODUCTION
A driveshaft is the connection between the transmis-
sion and the rear axle of the car. As shown in Figure
,power generated by the engine is transferred to the
transmission via a clutch assembly. The transmis-
sion is linked to the driveshaft by a yoke and univer-
sal joint, or u-joint, assembly. The driveshaft trans-
mits the power to the rear end through another yoke
and u-joint assembly. The power is then transferred
by the rig and pinion or rear differential to the rear
wheels.
The entire driveline of the car is composed of several
components, each with rotating mass. The rule of
thumb is that 17-22% of the power generated by
the engine is lost to rotating mass of the drive train.
The power is lost because it takes more energy to
spin heavier parts. This energy loss can be reduced
by decreasing the amount of rotating mass. Light
weight flywheels and transmission gears, aluminum
and carbon-fiber drive shafts, riffle-drilled axels,
and aluminum hubs are all examples of replace-
ment or modified parts used to reduce the amount
of rotating mass.
Abstract
Composite materials are made from two or more constituent metals/nonmetals with significantly different physical or
chemical properties, that when combined, produce a material with characteristics different from the individual compo-
nents. The individual components remain separate and distinct within the finished structure.
The Composite materials based on the metals are said to be the Metal Matrix Composites. Metal composite materials
have found application in many areas of daily life for quite some time. Often it is not realized that the application makes
use of composite materials.
This research attempt is made to evaluate the sustainability of composite material such as FRP (fiber rein forced poly-
mer) and CRFP (carbon reinforced fiber polymer) epoxy/glass for the purpose of automotive transmission application
using finite element method in Ansys.
Initially literature review will be done to understand the approach.
3D model will be prepared to carryout analysis on model.
Structural and vibrational analysis will be done by implementing different layer orientations on FRP & CRFP’S.
1401-1402

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International Journal of Research and Innovation (IJRI)
Power transmission can be improved through the
reduction of inertial mass and light weight. Substi-
tuting composite structures for conventional me-
tallic structures has many advantages because of
higher specific stiffness and higher specific strength
of composite materials. Composite materials can be
tailored to efficiently meet the design requirements
of strength, stiffness and composite drive shafts
weight less than steel or aluminum.
Composite materials are used in large volume in
various engineering structures including space-
crafts, airplanes, automobiles, boats, sports' equip-
ments, bridges and buildings. Widespread use of
composite materials in industry is due to the good
characteristics of its strength to density and hard-
ness to density. The possibility of increase in these
characteristics using the latest technology and vari-
ous manufacturing methods has raised application
range of these materials. Application of composite
materials was generally begun only at aerospace in-
dustry in 1970s, but nowadays after only three dec-
ades, it is developed in most industries. Meanwhile,
the automotive industry considered as a mother one
in each country, has benefited from abilities and
characteristics of these advanced materials. Along
with progress in technology, metallic automotive
parts are replaced by composite ones. One of them
is drive shaft (propeller shaft), which numerous re-
searches have been done on it in recent decades.
Drive shafts are usually made of solid or hollow
tube of steel or aluminum. Over than 70% of single
or two-piece differentials are made of several-piece
propeller shaft that result in a rather heavy drive
shaft [1]. Figure 1 shows a photographic view of
two-piece steel and a sample composite drive shaft.
Composite drive shafts were begun to be used in bulk
in automotives since 1988. The graphite/carbon/
fiberglass/aluminum driveshaft tube was developed
as a direct response to industry demand for greater
performance and efficiency in light trucks, vans and
high performance automobiles. The main reason for
this was significant saving in weight of drive shaft;
the results showed that the final composite drive
shaft has a mass of about 2.7 Kg, while this amount
for steel drive shaft is about 10 kg. The use of com-
posite drive shafts in race cars has gained great at-
tention in recent decades. When a steel drive shaft
breaks, its components, are thrown in all directions
such as balls, it is also possible that the drive shaft
makes a hole in the ground and throw the car into
the air. But when a composite drive shaft breaks,
it is divided into fine fibers that do not have any
danger for the driver. Numerous studies have been
carried out to investigate the optimal design and
analysis of composite drive shafts with different ma-
terials and layers orientation. Pollard studied differ-
ent applications of composite drive shafts for auto-
motive applications. He compared the advantages
and disadvantages of them at various conditions.
Rangaswamy optimized and analyzed a one-piece
composite drive shaft using genetic algorithm and
ansys. They found that the use of composite materi-
als lead to the significant reduction in weight com-
pared to steel drive shaft. They also reported that
the fiber orientation of a composite shaft strongly
affects the buckling torque. Rastogi implemented
a fea approach to design and analyze a composite
drive shaft in different conditions. A one-piece com-
posite drive shaft for rear wheel drive automotive
application is designed and analyzed using ansys
software. Since performance of conventional drive
shafts can be severely limited by the critical speed
and large mass inertia moment of metal shaft fig-
ure. Photographic view of a two-piece steel and one-
piece composite drive shaft [2]
Design considerations:
The primary load carried by the drive shaft is tor-
sion. The shaft must be designed to have enough
tensional strength to carry the torque without fail-
ure. In addition, the possibility of tensional buckling
must be considered for a thin-walled tube. The third
major design requirement is that the drive shaft has
a bending natural frequency which is sufficiently
high. An optimum design of the drive shaft is de-
sirable, which is cheapest and lightest but meets
all of the above load requirements. Based on some
reliable collected data the above three load-carrying
requirements are summarized in Table.

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International Journal of Research and Innovation (IJRI)
LOAD REQUIREMENTS FOR DRIVE SHAFT
DESIGN
REGULAR VALUES SAFETY FACTOR
Maximum torque 2020 3
Minimum buck-
ling torque
>2020N-m
Minimum
flexural
frequency
93.3
Assumptions
The following are the assumption that can be used
for designing the drive shaft. It rotates at a con-
stant speed about its longitudinal axis. The shaft
has a uniform, circular cross section. The shaft is
perfectly balanced, i.e., at every cross section, the
mass center coincides with the geometric center. All
damping and nonlinear effects are excluded. The
stress-strain relationship for composite material is
linear & elastic; hence, Hook’s law is applicable for
composite materials. Since lamina is thin, so it is
considered as under the plane stress.
In order to design the drive shaft, three conditions
can be considered; Torque conditions, Connection
considerations and, Manufacturer’s options. Since
the primary load carried by the drive shaft is torsion.
The shaft must be designed to have enough torsion-
al strength to carry the torque without failure. Thus
in this project work, the three test piece (specimen)
should be able to withstand at least 2020Nm torque
with a factor of safety 1.5. The torque can be ob-
tained from engine and vehicle. Regarding second
consideration, the torque test machine is specially
used to test drive shaft; so it requires a flanged con-
nection to fix the test specimen. Besides these the
composite material manufacturer option provides a
drive shaft having inner diameter of 25mm.
INTRODUCTION TO CATIA
Computer Aided Design (CAD) is a technique in
which man and machine are blended in to problem
solving team, intimately coupling the best character-
istics of each. The result of this combination works
better than either man or machine would work
alone , and by using a multi discipline approach,
it offers the advantages of integrated team work.
There are different modules in CATIA using which
different tasks can be performed. The main window
and modules of CATIA shown in figure:
Catia-v5 Interface
Model of shaft with 75 diameter:
Drawing of shaft:
INTRODUCTION TO FEA
Finite element analysis (fea) was first developed in
1943 by r. Courant, who utilized the ritz method
of numerical analysis and minimization of variation
calculus to obtain approximate solutions to vibra-
tion systems. Shortly thereafter, a paper published
in 1956 by m. J. Turner, r. W. Clough, h. C. Mar-
tin, and l. J. Topp established a broader definition
of numerical analysis. The paper centered on the
"stiffness and deflection of complex structures".
By the early 70's, fea was limited to expensive main-
frame computers generally owned by the aeronaut-
ics, automotive, defense, and nuclear industries.
Since the rapid decline in the cost of computers and
the phenomenal increase in computing power, fea

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International Journal of Research and Innovation (IJRI)
has been developed to an incredible precision. Pre-
sent day supercomputers are now able to produce
accurate results for all kinds of parameters.
Fea consists of a computer model of a material or
design that is stressed and analyzed for specific re-
sults. It is used in new product design, and existing
product refinement. A company is able to verify a
proposed design will be able to perform to the cli-
ent's specifications prior to manufacturing or con-
struction. Modifying an existing product or struc-
ture is utilized to qualify the product or structure
for a new service condition. In case of structural
failure, FEA may be used to help determine the de-
sign modifications to meet the new condition.
Static analysis of composite shaft with steel
75dia
Imported model:
The above image is the imported model of compos-
ite shaft. Modeling was done in Catia and imported
with the help of IGES (Initial Graphical Exchanging
Specification).
Meshed model:
The above image showing the meshed modal. De-
fault solid Brick element was used to mesh the com-
ponents. The shown mesh method was called Tetra
Hydra Mesh.
Meshing is used to deconstruct complex problem
into number of small problems based on finite ele-
ment method.
Loads applied:
The above image is showing the loads applied on a
shaft
Displacement:
The above image is showing displacement values
due to loads acting on shaft.
Von-misses stress:
The above image is showing von misses stress value
with the help of color bar. Color bar is used to deter-
mine the value ranges on object. Von misses stress
considers all directional and principal stresses.

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International Journal of Research and Innovation (IJRI)
Von-misses strain:
The above image is showing von misses strain value
with the help of color bar. Color bar is used to deter-
mine the value ranges on object. Von misses strain
considers all directional and principal strain.
Model analysis of composite shaft with steel
75dia
The above image is showing mode shape value1due
to natural frequency.
The above image is showing mode shape value2 due
to natural frequency.
The above images are showing the graphs of dis-
placement due to loads, natural frequency and ex-
ternal frequencies acting on composite shaft.
Static analysis of composite shaft with CRFP
5-layers 90 – 45 – 0 –45 –90
The above image is showing layers used for rein-
forcement.

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International Journal of Research and Innovation (IJRI)
The above image is showing displacement values
due to loads acting on shaft.
Von-misses stress:
The above image is showing von misses stress value
with the help of color bar. Color bar is used to deter-
mine the value ranges on object. Von misses stress
considers all directional and principal stresses.
Von-misses strain:
The above image is showing von misses strain value
with the help of color bar. Color bar is used to deter-
mine the value ranges on object. Von misses strain
considers all directional and principal strain.
Model analysis of composite shaft with CRFP
5-layers 90 - 45 - 0 - 45 - 90
The above image is showing mode shape value1due
to natural frequency.
The above image is showing mode shape value2 due
to natural frequency.
The above image is showing mode shape value3 due
to natural frequency.

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International Journal of Research and Innovation (IJRI)
The above images are showing the graphs of dis-
placement due to loads, natural frequency and ex-
ternal frequencies acting on composite shaft.
Static analysis of composite shaft with CRFP
5-layers 90 - 0 - 90 - 0 - 90
The above images are showing the graphs of dis-
placement due to loads, natural frequency and ex-
ternal frequencies acting on composite shaft.
Static analysis
of
composite shaft
STEEL FRP CRFP
75Ø 70Ø 75Ø 70Ø 75Ø 70Ø
DISPLACMENT 0.4E-
05
0.4E-05 0.7E-05 0.6E-05 0.6E-05
0.62E-
05
STRESS 0.014 0.013 0.014 0.013 0.0141 0.013
STRAIN 0.11E-
06
0.1E-06
0.19E-
06
0.18E-
06
0.16E-
06
0.17E-
06
MODE-1 7.28 6.78 9.88 9.092 11.25 9.60
MODE-2 7.28 6.78 9.88 9.09 11.2 9.61
MODE-3 18.1 17.1 24.74 23.02 28.14 24.14
MODE-4 18.15 17.16 24.77 23.05 28.18 24.21
MODE-5 20.87 20.74 28.58 28.13 32.19 29.53
FRP 3LAYERS
CRFP
3LAYERS
CRFP
5LAYERS
90 – 45 – 0 –
45 – 90
CRFP 5LAYERS
90 - 0 - 90 - 0
– 90
DISPLAC-
MENT
90 – 45 – 0 -
-45 - -90
CRFP 5LAY-
ERS
0.5E-05 0.4E-05
STRESS 90 - 0 - 90 -
0 – 90
0.013 0.013 0.011
STRAIN 0.18E-06 0.15E-06 0.15E-06 0.12E-06
MODE-1 8.96 10.21 10.21 10.21
MODE-2 8.97 10.22 10.22 10.22
MODE-3 22.56 25.66 25.66 25.66
MODE-4 23.62 25.74 25.73 25.73
MODE-5 27.88 31.40 31.40 31.40
Discussion
In this project we observe different materials which
are suitable for composite shaft.
The 75 diameter shaft is suitable for shaft due to its
structural stability and the composites having very
less stress due to its construction of material struc-
ture and the material matrix.
The multiple layers with the variation of angles
splitting the load.
Conclusion
In this project work analysis on composite drive
shaft is done to increase the efficiency as well as to
decrease the cost and weight.
In the first step data analization is done to under-
stand the problem and rectification methodology.
In the next step a 3d surface model was generated
for analysis purpose.
In the next step analysis is done on 75dia and 70dia
by varying materials steel, frp and crfp and also
analysis work is done by applying layered matrix.
In the next step analysis is done on reduced thick-
ness using layers method with reinforcement an-
gles.
As per the above results 70 dia with 12 mm wall
thickness shaft with crfp with 90-0-90-0-90 angles
is suitable for drive shaft due to low stress, less
weight and less manufacturing cost. Even if we ob-
serve previous they have used combination of crfp
and frp but the combination type shaft manufactur-
ing having errors while joining both to gather.
Instead of using combination material better to use
perpendicular angles for the reinforcement.
Using this type of shaft we can increase the me-
chanical efficiency by reducing the weight and this
type of shafts are easy to manufacture and cost ef-
fective.

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International Journal of Research and Innovation (IJRI)
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Authour
Venkateswara Rao Kora
Research Scholar, Department of Mechanical
Engineering,Vikas
college of Engineering and Technology,Nunna,
Vijayawada rural,
Krishna (DIST),Andhrapradesh,India.
K. Deepthi
Assistant Professor, Department of Mechanical
Engineering,Vikas
college of Engineering and Technology,Nunna,
Vijayawada rural,
Krishna (DIST),Andhrapradesh,India.