IJSTE - International Journal of Science Technology & Engineering | Volume 2 | Issue 1 | July 2015

ISSN (online): 2349-784X

Life Determination by Fatigue Analysis and

Modal of Intermediate Steering Shaft and Its
Optimization
Nitin S. Duryodhan
Department of Mechanical Engineering
S.S.P.A.C.E., Wardha, India

Dr. R. R. Gawande
Department of Mechanical Engineering
B.D.C.E. Sevagram, Wardha, India

Prof. U. D. Gulhane
Department of Mechanical Engineering
B.D.C.E. Sevagram, Wardha, India

Abstract
The Optimization in the automobile technology reduces lots of human efforts to drive a four wheeler vehicle. The Software
results, mathematical and logical calculation implementation in a research will increase the performance and efficiency of a
design that may be use to get an optimized output from the system. Here in this paper optimization of the intermediate steering
shaft can be done by making the dimensional changes to the intermediate steering shaft with the help of the software Creo and
Ansys. In Ansys the modelled shaft is imported and structural, modal and harmonic analysis are done on existing and all the
dimensionally changed intermediate steering shafts for the optimization.Fatigue analysis of intermediate steering shaft is done to
find the life of the intermediate steering shaft in cycles of both existing and the optimized and determined the life of the
intermediate steering shaft in kms/hr..
Keywords: Intermediate: steering shaft: fatigue: modelling: analysis and optimization
________________________________________________________________________________________________________

I. INTRODUCTION
Automobile Intermediate steering shaft is the main media to guide the vehicle in the required direction. . In creo modelling of the
intermediate steering shaft is done and further various types of dimensional changes are made for the optimization.
The most conventional steering arrangement is to turn the front wheels using a hand operated steering wheel which is
positioned in front of the driver, via the steering column, which may contain universal joints which may also be part of the
collapsible steering column design, to allow it to deviate somewhat from a straight line which consist of the intermediate steering
shaft. So it is the main part of the steering system.
Analysis such as structural is done to calculate deformation in the shaft and YZ shear stress for the stress calculation in Z
direction and the von mises stress which is used for determining the safe stress condition of both existing and optimized.
Modal analysis shows frequency i.e. Harmonic frequency and the modes of frequency at which frequency what happens it
done for both existing and optimized. Harmonic analysis which shows the graph while engine running conditions for both
existing and optimized.

II. LITERATURE REVIEW

1) Kenneth L. Oblizajek and John D. Sopoci "Small Amplitude Torsional Steering Column Dynamics on Smooth Roads:
In- Vehicle Effects and Internal Sources" SAE International 2011-01-0560 Published 04/12/2011. The paper describes the onroad effects of these conditions at typical highway speeds, a laboratory test procedure for evaluation of the column contributions,
and the source for the dynamic amplification within the column. In this Internally excited torsional steering wheel vibrations are
at frequencies near 8-22 Hz on smooth roads can produce driver disturbances. This disturbance is responsive to periodic
excitation of the rotating corner components, the frequency of which is directly proportional to the speed of the vehicle. The
disturbance becomes observable as a tactile sensation with repetitive pulsations sensed in the pads of the fingers or in the hands
on the steering wheel.
2) B.Babu, M. Prabhu, P.Dharmaraj, R.Sampath "Stress Analysis On Steering Knuckle Of The Automobile Steering
System" IJRET Volume: 03 Issue:
03 Mar-2014. This Paper is about the steering Knuckle which is modeled using CAD software and various parameters such as
Nodal displacements, Stress distribution are completely analyzed and studied. The study shows that the areas where the stress
concentration is maximum due to the applied load and the portions in order to avoid frequent failures to improve its reliability.
And shows how the stress calculations and deformation calculations are done.

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Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization
(IJSTE/ Volume 2 / Issue 01 / 038)

3) K. Lohith Dr. S.R. Shankapal,M.H Monish Gowda Development of four wheel steering system for a car Volume: 12
Issue:
01 April-2013. In this project Maruti Suzuki 800 is considered as a benchmark vehicle. In This Paper development of steering
system is done by making changes in the design of steering which consists of two bevel gears and intermediate shaft which
transmit 100% torque. The prototype was tested for its cornering ability through constant radius test and was found 50%
reduction in turning radius and the vehicle was operated at low speed of 10 kmph.
4) Bhushan Akhare and Sanjeev S. Chouhan Performance and Value analysis of Power steering system IJETAE
Volume:
2 Issue: 08 August-2012. Here in this paper all those points are discuss that will help to understand the whole system and the
efforts that can be increase the efficiency of the power steering system. The power steering system mainly contains a steering
wheel that wheel is connected with the shaft this shaft is then connect with the electronics system this system works according to
position and torque sensor activity, this output will used to turn the vehicle in a preferred direction using a dc motor. Power
steering made vehicle driver smooth and effective driving in this paper the part of automobile i.e. steering is consider and how it
works in terms of performance and values.
5) D. Toffin G. Reymond, A Kemney, J. Droulez:
Influence of Steering Wheel Torque Feedback in a dynamic driving Simulator. From this paper the torque on the steering
wheel is estimated that it has of 2.5 Nm sense by electronic force feedback configured system. A preliminary study on the role
of torque feedback in the steering wheel was conducted on the Clio dynamic driving simulator at RENAULT. An experiment
comparing different torque feedback strategies was conducted to evaluate the potential of driving simulators in the study of
future steer-by-wire system.
6) Dan Xiang, Jian-zhong Yuan, Wei Xu:
"Study on Fuzzy PID Algorithm for a New Active Front Steering System "JCET Vol.2 No.1 January 2012 PP.24-29. The
development of modern vehicle steering system has experienced five stages the mechanical steering system, hydraulic steering
system, electro hydraulic power steering, system electric power steering system and active steering system. So far as safety and
steering feelings are concerned, active front steering is a main trend of the development of current steering system has been
discussed in this paper.
7) Rinse Winse Dhanesh Chatta and Ashish Nair Dept. of Mechanical Engineering, Govt. College of Engineering Kannur,
Kannur, Kerala.
Design of Pneumatic Collapsible Steering (IJTARME) Volume-2, Issue-2, 2013. In this Paper pneumatic collapsible steering
column study is done which consist of single long collapsible steel rod which connects steering wheel to the steering box. The
main advantages of pneumatic steering are that provides working space for proper functioning of air bag. Its maintenance cost is
low since need only to replace air or gas in it.

III. PROBLEM DEFINITION

1) Steering 1. The intermediate steering shaft is subjected to the continuous twisting loading and hence there is wearing at
the connected surfaces due to this after some no. of Kms the shaft have to be changed.
2) Due to vibrations while engine running conditions the shafts gets wear and due this continuous deformation takes place so
the intermediate shaft has to be changed.
3) Clattering noise comes from the steering system when there is wear in the shaft.

IV. MODAL ANALYSIS

Use modal analysis to determine the vibration characteristics. The solution of vibration analysis is divided into five sets of
vibration. It is also called as modes of vibration. Vibrations set up in intermediate steering shaft are described in the form of
frequency.
Each set of frequency gives maximum deformation in that mode. Solution is calculated on the basis of FEM.
The Frequencies of modal analysis in existing and optimized shafts are nearly equal and the peak frequencies are also nearly
same as listed in below table.
Table - 1
Frequencies
Set

Existing Frequency

Optimized Frequency

4.93284 Hz

4.75594 Hz

5.8935 Hz

5.37154 Hz

13.4355 Hz

13.95461 Hz

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Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization
(IJSTE/ Volume 2 / Issue 01 / 038)

15.7956 Hz

14.8734 Hz

40.1517 Hz

39.6267 Hz

V. FATIGUE ANALYSIS
Fatigue or metal fatigue, is the failure of a component as a result of cyclic stress. The failure occurs in three phases: crack
initiation, crack propagation, and catastrophic overload failure. The duration of each of these three phases depends on many
factors including fundamental raw material characteristics, magnitude and orientation of applied stresses, processing history, etc.
Fatigue failures often result from applied stress levels significantly below those necessary to cause static failure.
One of the key limitations to the S-N curve was the inability to predict life at stress ratios different from those under which the
curve was developed. In predicting the life of a component, a more useful presentation of fatigue life test data is the modified
Goodman Diagram. These diagrams, while still limited by specimen geometry, surface condition, and material characteristics,
afford the user to predict life at any stress ratio. Typically, modified Goodman diagrams are developed for specific applications.
Use of the diagram is also limited to that application.
Calculation of damage intensity is straightforward once the cycle amplitude distribution is known. This distribution can be
obtained from a time-history simply by counting cycles.
In ansys the Fatigue analysis is done with the help of ansys Workbench of the intermediate steering shaft. In this Fatigue
analysis the total deformation Life of the intermediate steering shaft and the safety factor and the von mises stress are calculated
by applying the loads and the boundary conditions.
A. Fatigue Analysis of Existing Intermediate Steering Shaft:
Following are the Factors which are calculated of existing shaft as below:1) Total Deformation:

Fig. 1: Total Deformation under Fatigue Analysis in Existing

2) Von-Mises Stress:

Fig. 2: Von-Mises Stress under Fatigue Analysis in Existing

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Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization
(IJSTE/ Volume 2 / Issue 01 / 038)

3) Safety Factor:

Fig. 3: Safety Factor under Fatigue Analysis in Existing

4) Life:

Fig. 4: Life under Fatigue Analysis in Existing

B. Fatigue Analysis of Optimized Intermediate Steering Shaft:

Following are the Factors Which are calculated of optimized shaft as below:1) Total Deformation:

Fig. 5: Total Deformation under Fatigue Analysis in Optimized

2) Von-Mises Stress:

Fig. 6: Von-Mises Stress under Fatigue Analysis in Optimized

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Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization
(IJSTE/ Volume 2 / Issue 01 / 038)

3) Safety Factor:

Fig. 7: Safety Factor under Fatigue Analysis In Optimized

4) Life:

Fig. 8: Life under Fatigue Analysis in Optimized

From above figs. it is clear that total deformation in existing is 0.022mm and in optimized is 0.0077mm so it is less in
optimized and von mises stress in existing is 3.3457 MPa and in optimized is 1.4452 MPa it is also less in the optimized
intermediate steering shaft so the optimized design is better. Safety Factor in existing one is 0.25764 and in optimized is 0.59647
and the maximum is 15 and the Life of both the existing and the intermediate steering shaft at the maximum is same i.e 1e6 is
equal to the 1lakh cycles.

VI. LIFE CALCULATIONS

Life Calculations of the both intermediate steering shaft existing and optimized.
A. Life of Existing Intermediate Steering Shaft:
For the life calculations Peak frequencies are necessary and the peak frequencies are taken from the modal analysis. By taking
the average of first four frequencies i.e peak frequencies Cycles per min(CPM) are found out as 10.014 CPM.
Later this CPM is further converted into Cycles Per Days(CPD) as
= 10.0146024
=14420.16 CPD
Maximum number of cycles in Existing is 1e6 i.e1Lakh cycles
Life of intermediate steering shaft in days is = Cycles / CPD
=106/14420.16
=69.347days.
Life of existing intermediate steering shaft in days is 69.347days.
If the average speed of the car is taken as50 Km/hr then Life of the shaft in Kms can be calculated as
Life in Kms = 69.3475024
= 83216.4 Kms
The existing intermediate steering shaft has life of 83216.4 Kms.

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Life Determination by Fatigue Analysis and Modal of Intermediate Steering Shaft and Its Optimization
(IJSTE/ Volume 2 / Issue 01 / 038)

B. Life of Optimized Intermediate Steering Shaft:

For the life calculations Peak frequencies are necessary and the peak frequencies are taken from the modal analysis. By taking
the average of first four frequencies i.e peak frequencies Cycles per min(CPM) are found out as 9.329 CPM.
Later this CPM is further converted into Cycles Per Days(CPD) as
= 9.3296024
= 13304.16 CPD
Maximum number of cycles in Existing is 1e6 i.e1Lakh cycles
Life of intermediate steering shaft in days is = Cycles / CPD
=106/13304.16
=75.164days.
Life of optimized intermediate steering shaft in days is 75.164 days.
If the average speed of the car is taken as50 Km/hr then Life of the shaft in Kms can be calculated as
Life in Kms = 75.1645024
= 90196.8 Kms
The optimized intermediate steering shaft has life of 90196.8 Kms.
Table 2
Fatigue Analysis Results
Sr.
No.

Fatigue Analysis

Fatigue Analysis

Existing

Optimized

Total Deformation

0.022mm

0.0077mm

Total Deformation

Von mises Stress

3.3457 MPa

1.4452 MPa

Von mises Stress

Safety Factor

0.25764

0.59647

Safety Factor

Life

83216.4 KMs

90196.8 KMs

Life

VII. CONCLUSION
From above results it is clear that the existing steering shaft has more deformation more stress and less life than the optimized
intermediate steering shaft.
Hence from the above discussion all the result values of the existing and the optimized and the theoretical calculations
matches or are effective than existing so the design of the optimized intermediate steering shaft will be beneficial.

REFERENCES
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]

Kenneth L. Oblizajek and John D. Sopoci "Small Amplitude Torsional Steering Column Dynamics on Smooth Roads:In-Vehicle Effects and Internal
Sources"SAE International 2011-01-0560 Published 04/12/2011
B.Babu, M. Prabhu, P.Dharmaraj, R.Sampath "Stress Analysis On Steering Knuckle Of The Automobile Steering System"IJRET Volume: 03 Issue: 03
Mar-2014.
Bhushan Akhare and Sanjeev S. Chouhan Performance and Value analysis of Power steering system IJETAE Volume: 2 Issue: 08 August-2012.
K. Lohith Dr. S.R. Shankapal,M.H Monish Gowda Development of four wheel steering system for a car Volume: 12 Issue: 01 April-2013.
D. Toffin G. Reymond, A Kemney, J. Droulez Influence of Steering Wheel Torque Feedback in a dynamic driving Simulator.
Dan Xiang, Jian-zhong Yuan, Wei Xu "Study on Fuzzy PID Algorithm for a New Active Front Steering System " JCET Vol.2 No.1 January 2012 PP.2429.
Rinse Winse Dhanesh Chatta and Ashish Nair Dept. of Mechanical Engineering, Govt. College of Engineering Kannur, Kannur, Kerala. Design of
Pneumatic Collapsible Steering (IJTARME) Volume-2, Issue-2, 2013.
Hiroyuki MIYAZAKI Engineering Planning Department "Technical Trends In Steering Systems." JTEKT Corporation Proceedings of the 7th
JFPS
International Symposium on Fluid Power September 15-18, 2008.
Naresh Kamble, S.K Shaha, Rajesh Priyadarshani Virtual Prototype of Rack and pinion Steering Gear meshing SAE INDIA 0301007.

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