International Journal of Research and Innovation (IJRI)
International Journal of Research and Innovation (IJRI) 1401-1402
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
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 components. 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 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.
*Corresponding Author:
automotive machine element.
Venkateswara Rao Kora , Research Scholar, Department Of Mechanical Engineering, Vikas college of Engineering and Technology, Vijayawada rural,India
INTRODUCTION
Published: January 22, 2015 Review Type: peer reviewed Volume: II, Issue : I
Citation:VenkateswaraRaoKora,ResearchScholar (2015) INVESTIGATION OF COMPOSITE TORSION SHAFT USING 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 composite materials to reduce weight which in terms increases the mileage. But manufacturing of machine elements in vehicle 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 object. This is an attempt to introduce latest technology in
A driveshaft is the connection between the transmission 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 transmission is linked to the driveshaft by a yoke and universal joint, or u-joint, assembly. The driveshaft transmits 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 replacement or modified parts used to reduce the amount of rotating mass. 100
International Journal of Research and Innovation (IJRI)
Power transmission can be improved through the reduction of inertial mass and light weight. Substituting composite structures for conventional metallic 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 spacecrafts, airplanes, automobiles, boats, sports' equipments, bridges and buildings. Widespread use of composite materials in industry is due to the good characteristics of its strength to density and hardness to density. The possibility of increase in these characteristics using the latest technology and various manufacturing methods has raised application range of these materials. Application of composite materials was generally begun only at aerospace industry in 1970s, but nowadays after only three decades, 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 researches 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 composite drive shafts in race cars has gained great attention 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 materials and layers orientation. Pollard studied different applications of composite drive shafts for automotive 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 materials 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 composite 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 figure. Photographic view of a two-piece steel and onepiece composite drive shaft [2]
Design considerations: The primary load carried by the drive shaft is torsion. The shaft must be designed to have enough tensional strength to carry the torque without failure. 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 desirable, 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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LOAD REQUIREMENTS FOR DRIVE SHAFT DESIGN
REGULAR
VALUES
SAFETY FACTOR
Maximum torque
2020
3
Minimum buckling 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 constant 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 torsional 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 obtained from engine and vehicle. Regarding second consideration, the torque test machine is specially used to test drive shaft; so it requires a flanged connection to fix the test specimen. Besides these the composite material manufacturer option provides a drive shaft having inner diameter of 25mm.
Catia-v5 Interface
Model of shaft with 75 diameter:
Drawing of shaft:
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 characteristics 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:
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 vibration systems. Shortly thereafter, a paper published in 1956 by m. J. Turner, r. W. Clough, h. C. Martin, 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 mainframe computers generally owned by the aeronautics, automotive, defense, and nuclear industries. Since the rapid decline in the cost of computers and the phenomenal increase in computing power, fea 102
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has been developed to an incredible precision. Present 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 results. 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 client's specifications prior to manufacturing or construction. Modifying an existing product or structure 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 design modifications to meet the new condition. Static analysis of composite shaft with steel 75dia Imported model:
Loads applied:
The above image is showing the loads applied on a shaft Displacement:
The above image is the imported model of composite shaft. Modeling was done in Catia and imported with the help of IGES (Initial Graphical Exchanging Specification). Meshed model:
The above image is showing displacement values due to loads acting on shaft. Von-misses stress:
The above image showing the meshed modal. Default solid Brick element was used to mesh the components. The shown mesh method was called Tetra Hydra Mesh. Meshing is used to deconstruct complex problem into number of small problems based on finite element method.
The above image is showing von misses stress value with the help of color bar. Color bar is used to determine the value ranges on object. Von misses stress considers all directional and principal stresses.
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Von-misses strain:
The above image is showing von misses strain value with the help of color bar. Color bar is used to determine the value ranges on object. Von misses strain considers all directional and principal strain. Model analysis of composite shaft with steel 75dia
The above images are showing the graphs of displacement due to loads, natural frequency and external frequencies acting on composite shaft. Static 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 layers used for reinforcement.
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Model analysis of composite shaft with CRFP 5-layers 90 - 45 - 0 - 45 - 90
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 determine the value ranges on object. Von misses stress considers all directional and principal stresses.
The above image is showing mode shape value1due to natural frequency.
The above image is showing mode shape value2 due to natural frequency.
Von-misses strain:
The above image is showing von misses strain value with the help of color bar. Color bar is used to determine the value ranges on object. Von misses strain considers all directional and principal strain.
The above image is showing mode shape value3 due to natural frequency.
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International Journal of Research and Innovation (IJRI)
FRP 3LAYERS
CRFP 3LAYERS
CRFP 5LAYERS 90 – 45 – 0 – 45 – 90
CRFP 5LAYERS 90 - 0 - 90 - 0 – 90
DISPLACMENT
90 – 45 – 0 -45 - -90
CRFP 5LAYERS
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 The above images are showing the graphs of displacement due to loads, natural frequency and external frequencies acting on composite shaft. Static analysis of composite shaft with CRFP 5-layers 90 - 0 - 90 - 0 - 90
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 structure 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 understand the problem and rectification methodology. In the next step a 3d surface model was generated for analysis purpose. The above images are showing the graphs of displacement due to loads, natural frequency and external frequencies acting on composite shaft.
Static analysis of composite shaft DISPLACMENT
STEEL 75Ø
70Ø
0.4E05
0.4E-05
STRESS
0.014
0.013
STRAIN
0.11E06
0.1E-06
FRP 75Ø
In the next step analysis is done on reduced thickness using layers method with reinforcement angles.
CRFP 75Ø
70Ø
0.6E-05
0.6E-05
0.62E05
0.014
0.013
0.0141
0.013
0.19E06
0.18E06
0.16E06
0.17E06
0.7E-05
70Ø
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.
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
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 observe previous they have used combination of crfp and frp but the combination type shaft manufacturing 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 mechanical efficiency by reducing the weight and this type of shafts are easy to manufacture and cost effective.
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BIBOLOGRAPHY [1]DESIGN AND ANALYSIS OF DRIVE SHAFT WITH COMPOSITE MATERIALS R.P.Kumar Rompicharla1, Dr.K.Rambabu2 1 PG Student, 2Associate Professor Department of Mechanical Engineering SIR C.R.R.COLLEGE OF ENGINEERING (Affiliated to Andhra University) Eluru-534007, West Godavari Dist, A.P Research Expo International Multidisciplinary Research Journal Volume - II , Issue - II June - 2012 ISSN : 2250 -1630 [2]Review of Design of Hybrid Aluminum/ Composite Drive Shaft for Automobile Bhushan K. Suryawanshi, Prajitsen G.Damle International Journal of Innovative Technology and Exploring Engineering (IJITEE) ISSN: 2278-3075, Volume-2, Issue-4, March 2013 [3]Design and Analysis of Composite Drive Shaft using ANSYS and Genetic Algorithm” A Critical Review International Journal of Modern Engineering Research (IJMER) www.ijmer.com Vol.3, Issue.1, JanFeb. 2013 pp-490-496 ISSN: 2249-6645 Sagar R Dharmadhikari, 1 Sachin G Mahakalkar, 2 Jayant P Giri, 3 Nilesh D Khutafale4 [4]Design and Development of Laminated Aluminum Glass Fiber Drive Shaft for Light Duty Vehicles M.Arun, K.Somasundara Vinoth International Journal of Innovative Technology and Exploring Engineering (IJITEE) ISSN: 2278-3075, Volume-2, Issue-6, May 2013 [5]STRUCTURAL DESIGN OF COMPOSITE DRIVE SHAFT FOR REAR-WHEEL DRIVE ENGINE K.V.N. Parvathi1 , CH. Prabhakara Rao2 Address for Correspondence 1 M.Tech Student, 2 Professor Department of Mechanical Engineering, Viswanadha Institute of Technology & Management Mindivanipalem village, Sontyam Mandal, Anandapuram,Vizag-531173 Parvathi et al, International Journal of Advanced Engineering Research and Studies E-ISSN2249–8974 [6]Design Optimization & Analysis of Drive Shaft 1Anup A. Bijagare*, 2P.G. Mehar and 3V.N. Mujbaile VSRD-MAP, Vol. 2 (6), 2012, 210-215 Available ONLINE www.vsrdjournals.com [7]Optimal Sizing and Stacking Sequence of Composite Drive Shafts Thimmegowda RANGASWAMY, Sabapathy VIJAYARANGAN ISSN 1392–1320 MATERIALS SCIENCE (MEDŽIAGOTYRA). Vol. 11, No. 2. 2005 Department of Mechanical Engineering, PSG College of Technology, Coimbatore 641004, India Received 23 June 2004; accepted 12 December 2004
9.PROMAL (Program for Micromechanical and Macromechanical Analysis of Laminates), interactive software. 10. A.K. Kaw, Mechanics of Composite Materials, CRC Press, 1997. [11] “STATIC, MODAL AND BUCKLING ANALYSIS OF AUTOMOTIVE COMPOSITE DRIVE SAHFT IOSR Journal of Mechanical and Civil Engineering (IOSRJMCE) ISSN: 2278-1684, PP: 32-42 www.iosrjournals.org [12]Kishor Ghatage1, Narayanrao Hargude2 1,2(Department of Mechanical Engineering P.V.P.I.T.; Budhgaon- 416307 M.S. India) 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.
[8] M.A.K. Chowdhuri et al. /International Journal of Engineering and Technology Vol.2(2), 2010, 45-48 Design Analysis of an Automotive Composite Drive Shaft M.A.K. Chowdhuri *1, R.A. Hossain 2
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