CHAPTER-1

INTRODUCTION

A driveshaft is a rotating shaft that transmits drive to wheels.

Driveshaft must operate through constantly Changing angles between the
transmission and axle. High quality steel (Steel SM45) is a common
material for construction. Steel drive shafts are usually manufactured in two
pieces to increase the fundamental bending natural frequency because the
bending natural frequency of a shaft is inversely Proportional to the square
of beam length and Proportional to the square root of specific modulus. The
two piece steel drive shaft consists of three universal joints, a cross center
supporting bearing and a bracket, which increase the total weight of a
vehicle. Power transmission can be improved through the reduction of
inertial mass and light Hook’s weight. Substituting composite structures for
conventional is 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 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. Many researchers have been

1
investigated about hybrid drive shafts and joining methods of the hybrid
shafts to the yokxes of universal Joints. But this project provides the analysis
of the design in many aspects. The advanced composite materials such as
Graphite, Carbon, Kevlar and Glass with suitable resins are widely used
because of their high specific strength (strength/density) and high specific
modulus (modulus/density).Advanced composite materials seem ideally
suited for long, power driver shaft (propeller shaft) applications. Their
elastic properties can be tailored to increase the torque they can carry as well
as the rotational speed at which they operate. The drive shafts are used in
automotive, aircraft and aerospace applications. The automotive industry is
exploiting composite material technology for structural components
construction in order to obtain the reduction of the weight without decrease
in vehicle quality and reliability. It is known that energy conservation is one
of the most important objectives in vehicle design and reduction of
weight is one of the most effective measures to obtain this result.
Actually, there is almost a direct proportionality between the weight of a
vehicle and its fuel Consumption, particularly in city driving.
Generally, a composite material is made up of two components acting
together i.e., reinforcement (fibres, particles, flakes, and/or fillers)
embedded in a matrix (polymers, metals, or ceramics). The matrix holds
the reinforcement to form the desired shape and size while the reinforcement
improves the mechanical properties of the matrix as per requirement. A
common example of a composite is disc brake pads, which consist of hard
ceramic particles embedded in soft metal matrix.

2
1.1 Common Categories of Composite Materials

Classification based on the form of reinforcement

a. Based on matrix material
i. Metal matrix composites: It composed of metal matrix like
aluminium, copper, cobalt, iron and magnesium and dispersed
ceramic like oxides and carbides or metallic phase like lead, tungsten
and molybdenum

ii. Ceramic matrix composites: They are composed of a ceramic matrix

and embedded fibres of other ceramic material

iii. Polymer matrix composites: they are composed of matrix from

thermoset i.e. unsaturated polyester and epoxy or thermoplastic i.e.
polycarbonate, polyvinylchloride, nylon and polysterene and
embedded glass, carbon, steel or Kevlar fibres

b. Based on fibres as reinforcement:

Random fibre (short fibre) reinforced composites Fig 2. Continuous
fibre (long fibre) reinforced composites Particles as the reinforcement
(Particulate composites)

3
1.2 Benefits of Composites

a. Cost efficient for mass production, maintenance, fatigue life,

durability and maturity of technology.

b. Light weight with proper weight distribution

c. High strength and stiffness as it has high strength to weight ratio and
high directional strength and/or stiffness.
d. Highly useful in manufacture of large parts and special geometry
e. Better surface properties i.e. corrosion resistance, weather resistance
and tailored surface finish
f. Thermal properties is good i.e. low thermal conductivity and low
coefficient of thermal expansion
g. Useful electric properties were achieved i.e. high dielectric strength,
non-magnetic and radar transparency.

1.3 About Fibre Reinforced Polymer (FRP)

FRPs are typically organized in a laminate structure, such that each

lamina or flat layer contains an arrangement of unidirectional fibres fabrics
embedded within a thin layer of polymer matrix material. The fibres consist
of carbon or glass which provides the strength and stiffness. The matrix
commonly made of polyester, Epoxy or Nylon which binds and protects the
fibres from damage and transfers the stresses between fibres.

4
1.4 Applications of FRP Composites

a. Uses in structural engineering: When a FRP specimen is tested in

axial tension, the applied stress is proportional to the ratio of strain.
When the applied load is removed, it returns to its original shape or
size. In other words, FRP follows linear-elastically to axial stress.
FRP composite compression failure occurs when the fibres exhibit
extreme lateral or sides-way deflection, often in sudden and dramatic
condition, called fibre buckling. Usually, failure occurs within the
matrix material parallel to the fibres. FRP's high strength properties
also include excellent durability and corrosion resistance.
Furthermore, their high strength-to- weight ratio is of significant
benefit; a member composed of FRP can support larger live loads
since its dead weight does not contribute significantly to the loads that
it must carry out. Other advantages include its versatility, excellent
fatigue life and fire resistant.

b. Uses in construction: Its applications for new construction repair

and rehabilitation applications and architectural applications are
common. FRP is used in building structures like bridges and columns.
It demonstrated exceptional durability, and effective resistance to
effects of environmental exposure. Several companies across the
world are beginning to renovate damaged bridge piers to prevent
collapse and steel-reinforced columns to improve the structural
integrity and to prevent buckling of the reinforcement. Architects have

5
 discovered the applications of FRP in structures such as
siding/cladding, roofing, flooring and partitions. Intelligent Sensing
for Innovative Structures (ISIS), of Canadian Universities, is a
program that consists of collaborative research and development
efforts in various engineering disciplines. Its primary aim is in the
development of innovative uses of FRPs in concrete structures.
In Canada, engineers have integrated fibre optic sensors into
numerous FRP systems to ensure that adequate supervision of the
systems is provided

1.5 Rotor-shaft system

ROTARY machines are commonly used in turbine, generators, and
electrical motors. Primary role of rotary shafts are in power transmission.
Its applications are commonly seen in automobiles, induced draft fans in
blast furnace. These shafts consist of different parts such as bearings, disks,
gears and etc. on them. Common problem that occurs in this system is
unbalance, due to which vibration occurs while operating. So bearings are
used to diminish this vibration and prolong the tolerance of the system usage
before it is balanced.

1.6 Classification of bearings and its application

a. Based on the direction of load

i. Radial bearings: It reduces support loads and rotational friction. As

the bearing rotates the balls also rotate simultaneously. It lowers

6
 rolling resistance and coefficient of friction as compared to two flat
surfaces was rotating. It’s used in of aircraft engines, wing flaps, fans,
trains and automobiles joints, etc.

ii. Thrust bearings: It is designed to manage axial loads and

provide high shock load resistance in a variety of operating
conditions. It usually used in clutches, water pump, etc.

b. Based on nature of contact

i. Sliding contact bearings: It has excellent vibration and shock
resistance. Damping capability is excellent normal to direction of
motion due to squeeze film damping. It enables heat generated to
conduct away. It is usually used in cam followers, insulators, liners,
valve seats, etc.

ii. Rolling contact bearings: They are used widely in instruments and
machines in order to support the shafts. It minimizes the friction and
power loss associated with relative motion. It is used in gear pump,
hydraulic pump, helicopter rotors and transmission, material handling
equipment, etc.

iii. Journal bearings: There are no rolling elements in these bearings.

Journal bearings operate in the boundary region (metal-to-metal
contact) only during the start-up and shutdown of the equipment when

7
 the rotational speed of the shaft (journal) is insufficient to create an oil
film.
iv. It is used in automobile and aircraft engine, marine steam engine,
steam turbines, etc.

Driving shaft parts

Fig 1.1 Driving shaft parts

The drive shaft, also called a propeller shaft, is commonly a
hollow steel tube with yoke(s) welded on the end. The tubular design
makes the drive shaft strong and light. Most vehicles use a single, one-
piece drive shaft. However, many trucks have a two-piece drive shaft.
This cuts the length of each shaft to avoid drive line vibration. Since a drive
shaft spins at full engine t-pm in high gear, it must be straight and perfectly
balanced (weight evenly distributed around center line of shaft). If NOT

8
balanced, the shaft can vibrate violently. To prevent this vibration,
drive shaft balancing weights are welded to the shaft at the factory.
Small metal weights are attached to the light side to counteract the
heavy side for smooth operation. The drive shaft can be either open or
enclosed, depending on the type of drive used. The HOTCHKISS drive has
an open drive shaft that operates a rear axle assembly mounted on
springs The HOTCHKISS drive requires that the springs be rigid
enough to withstand the twisting action (torque) of the rear axle and the
driving and braking forces that the springs transmit to the frame. This
type of drive is common to the equipment you will encounter in the
Navy. Another type of drive is a torque tube. To rquetubes differ from
the Hotchkiss design in that a solid drive shaft is enclosed in a hollow
torque tube and rotates within a support bearing to prevent whipping. One
universal joint is used at the front of the drive Hotchkiss drive .shaft,
and the rear of the drive shaft is attached to the axle drive pinion through a
flexible coupler.

9
 CHAPTER-2
LITERATURE REVIEW

2.1 ANALYSIS OF DRIVE SHAFT

Substituting composite structures for conventional metallic structures

has many advantages because of higher specific stiffness and strength of
composite materials. In the recent days, there is a huge demand for a light
weight material such as fiber reinforced polymer composites seems to be a
promising solution to this arising demand. These materials have gained
attention due to their applications in the field of automotive, aerospace,
sports goods, medicines and household appliances. The overall objective of
this work is to analyze a composite drive shaft for power transmission.
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
steel drive shafts with an Kevlar/epoxy or E glass polythene resin composite
drive shaft for an automotive application. The intention of work is to
minimize the weight of drive shaft. In this present work an attempt has been
to estimate the deflection, stresses, and natural frequencies under subjected
loads using FEA (Ansys). Further comparison carried out for both loads
using FEA. Further comparison carried out for both optimized and stress
intensity factor found for both Steel and composite drive shafts.

10
2.2 Infinte Element Modelling of Composite Rotor-Shaft-
System

The objective while manufacturing various machinery or automobile

parts is usually to make components of high strength and durability along
with less weight or density. Generally composite materials are preferred as
compared to single material for high performance. Composite consists of
two or more material having same or different physical and chemical
properties. One of the materials serves as matrix holding together the other
material embedded in it which provides the reinforcement in the form of
fibers. Glass epoxy materials are generally used for its sustainability under
heavy electrical and mechanical stresses under high temperature operating
conditions. In this project, various type of rotor-shaft system with bearings
is used having unbalance in rotor to study and compare better performance
between composite and single material under transient analysis. The
material property was set to orthotropic and isotropic for composite and
single material respectively. E-Glass/Epoxy and steel are used as composite
and single material respectively for the analysis. The study uses ANSYS-13
software for developing finite element model of the rotor-shaft system. The
element type for shaft, disk rotor and bearing were defined as beam188,
mass21 and combin14 respectively.

11
2.3 Compression, flexure and shear properties of a sandwich composite
containing defect

The mechanical properties of a sandwich composite containing

interfacial cracks or impact damage are compared when loaded in edgewise
compression, flexure or shear. The composite is made from glass fibre
reinforced polymer (GFRP) laminate skins over a core of foamed poly vinyl
chloride (PVC), and this sandwich material is used in some naval mine
hunting ships. The properties are reduced with increasing interfacial crack or
impact damage length, but only when the defects cause a change in the
failure mode, which is dependent on the load state. The principal failure
modes under the different load states are compared. The properties are also
dependent on the severity of impact damage, with low energy damage to the
skin having a smaller effect on stiffness and strength than high energy
impacts which damage both the skin and foam core. The implications of
these findings on the structural integrity of a mine hunting ship made from
GFRP/PVC foam sandwich composite is discussed.

2.4 ANALYSIS OF DRIVE SHAFT ( composite materials )

Nowadays, composite materials are used in large volume in various
engineering structures including spacecraft’s,, automobiles, boats, sports'
equipment, 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

12
application range of these materials. 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 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 amass 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. C. Sivakandhan &P.sureshprabhu
studied that the epoxy/glass fibre composite can be employed in the drive
shaft.
Moreover, author believes that the real ANSYS analysis should be
done to verify the stability of developed composite material under the
proposed concept. The usage of composite materials and optimization
techniques has resulted in considerable amount of weight saving when
compared to conventional steel drive shaft. These results are encouraging

13
and suggest that glass/epoxy composite materials effectively used in
engineering applications.
Pollard studied different applications of composite drive shafts for
automotive applications. He compared the advantages and disadvantages of
them at various conditions. Rangaswamy and et al. optimized and analyzed
an 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 compared to steel drive shaft. They also reported
that the fiber orientation of a composite shaft strongly affects the
buckling torque. Rangaswamy & Vijyarangan have investigated the
manufacturing of composite shafts for automotive applications. The
composite shaft is expected to transmit certain amount of torque, hence
should have a certain torque capability. A factor of safety of 2 is chosen and
three different materials are investigated. Due to their high length/diameter
ratio, the torsional buckling capability of the shafts Composite Drive Shaft
is a Good Strength and Weight Saving to Compare Conventional
Materials Design and Analysis of E Glass/Epoxy Composite Drive Shaft
for Automotive Applications Rastogi implemented a FEA approach to
design and analyze a composite drive shaft in different conditions is also
studied both experimentally and with ANSYS modeling. In the present
work an effort has been made to design a HM-Carbon/Epoxy composite
drive shaft. A onepiece 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, it

14
was investigated in the second part of the paper. Thomson has discussed
mechanical properties of a sandwich composites containing interfacial
cracks or impact damage when loaded edgewise compression, flexure or
shear. The implication of these findings on the structural integrity of mine
hunting ship made from GFRP/PVC foam sandwich composite is discussed.
Potluri et al., have investigated stitch bonded sandwich structures of close
cellular core and woven broadcloth. The stiffness of the sandwich panels, up
to the top skin failure increases with increase in stitch density. Kim et al.,has
studied the failure mode and energy absorption capabilities of different kinds
of circular tubes made of carbon, Kevlar, and carbon – Kevlar hybrid fibers
composite with epoxy resin. Based on the linear regression analysis results,
the crushing parameters generally showed good correlation with
compressive strength and shear modulus.

15
 CHAPTER- 3
MATERIALS AND METHODS

This work deals with the analysis of conventional steel shaft and
composite shaft .Results proves that how beneficial is the replacement of a
conventional steel drive shaft with E-Glass/ Epoxy glass polyester resin,
boron- epoxy Kevlar/Epoxy composite drive shafts for an automobile
application. To estimate the deflection, stresses, natural frequencies under
loads using ANSYS. This present work an attempt has been to estimate the
deflection, stresses, natural frequencies under subjected loads using FEA.
Further comparison carried out for both conventional and composite shaft.

3.1 Boron- epoxy

Strength properties of boron bras and epoxy matrix Composite, as

homogeneous structural material is composed of at least two com-
opponents, closely connected with each other on the microscope level and
are not insoluble in each other. Composite materials occur in natural
environment. The wooden trunk structure3is the most remarkable composite
example (it is composed of particular structures: bark, cambium, laburnum,
doormen, pith). Generally, the composites can be classed

in three categories:

1. composite strengthened with heterogeneous particles, e.g. concrete

(cement+ sand)

16
2.fake composite, e.g. wooden plywood

3. composite strengtened with the ¯bres, e.g. glass-epoxy laminate A

singular lamina of considered composite is composed of longitudinally
packed boron fibers (with tungsten core) in the matrix made of epoxy. The
strength properties for epoxy (isotropic material) is presented in Tab. 1 and
boron fibers in Tab. 2.

TABLE 3.1 Strength properties of boron

According to characteristic strength properties and structure, boron fibers

Fig 1.1 Boron fiber cross section

17
have been studied in detailed tests and model analysis by NASA and Boeing
Corporation.

The access to literature is limited (due to encryption of reports) and

mainly comes from the seventies of the previous century. A single boron
fiber is composed of the 10¹m wide tungsten core and boron coating, which
is applied by the diffusion method.

The total diameter of the fiber is about 140¹m. Boron-epoxy

composites have been widely used in the air industry (as the plated elements
in the airplane F and space vehicles. In an analysis of the boron{epoxy
composites used as a repair kit for damaged parts of construction was carried
through. The production process of the composites is very costful, and for
this reason this material is not so popular as glass{epoxy laminates. The
technological development, which leads to the discovery of superstring
materials, again has directed the scientists' interest to boron fibers in
aluminum matrix. In this way a new composite has been explored in detail
(the tensile strength 2000MPa)

The content analysis of the tested boron-epoxy composite is detailed in Tab.

18
3.2 Mechanical Properties of Kevlar-49 Fiber Reinforced
Thermoplastic Composites

Conventional materials made of glass and carbon fibres in thermoses

resins are very frequently employed. Recently, thermoplastic matrix
composites are being developed to improve the toughness and damage
tolerance of composite laminates. The ductility of thermoplastic resins
implies a more pronounced plasticity in service. Kevlar fiber has a
tensile strength comparable with that of carbon fiber, a modulus between
those of glass and carbon fibers and a lower density than both. Kevlar-49
reinforced composites are increasingly demanded in a variety of
commercial applications but their understanding is relatively new
when compared to traditional fibres. Simple micromechanics based
models such as the rule of mixtures, inverse rule of mixtures (ROM),
Halpin-Tsai and Xu-Reifsnider models are employed to
predict the mechanical properties of Kevlar-49 fibre composites
formulations. In this study, the mechanical properties including
tensile, compressive and flexural strength and modulus of
Kevlar-49 thermoplastic based composites were experimentally
obtained and compared with the theoretical predictions. A
systematic costing analysis of respective thermoplastic composites has
been made for the provision of composite selection guidelines for
designers

19
 Table 3.2 a. Basic properties of Kevlar-49 fibre

Table 32.b. Basic properties of the thermoplastics used as matrix

20
 CHAPTER-4

SOFTWARE USED

4.1 Creo parametric

Creo is a family or suite of Computer-aided design (CAD) apps

supporting product design for discrete manufacturers and is developed by
PTC. The suite consists of apps, each delivering a distinct set of capabilities
for a user role within product development.

Creo runs on Microsoft Windows and provides apps for 3D CAD

parametric feature solid modeling, 3D direct modeling, 2D orthographic
views, Finite Element Analysis and simulation, schematic design, technical
illustrations, and viewing and visualization.

Creo Elements/Pro and Creo Parametric compete directly with

CATIA, Siemens NX/Solid edge, and Solid Works. The Creo suite of apps
replace and supersede PTC’s products formerly known as Pro/ENGINEER,
CoCreate, and Product View. Creo has many different software package
solutions and features. Creo Illustrate is a good example.

PTC began developing Creo in 2009, and announced it using the code
name Project Lightning at Planet PTC Live, in Las Vegas, in June 2010.In
October 2010, PTC unveiled the product name for Project Lightning to be
Creo. PTC released Creo 1.0 in June 2011.

21
 Creo apps are available in English, German, Russian, French, Italian,
Spanish, Japanese, Korean, Chinese Simplified, and Chinese Traditional.
The extent of localization varies from full translation of the product
(including Help) to user interface only.

Creo is part of a broader product development system developed by

PTC. It connects to PTC’s other solutions that aid product development,
including Windchill for Product Lifecycle Management (PLM), Mathcad for
engineering calculations and Arbortext for enterprise publishing software.

Release history

Version Release date

Creo 1.0 6 January 2011
Creo 2.0 27 March 2012

Creo 3.0 17 June 2014

Creo 4.0 15 December 2016
Creo 5.0 19 March 2018

22
4.2 The Leading Product Design 3D CAD Software

Now more than ever, product design & manufacturing teams are expected to
create products more efficiently & cost effectively, without sacrificing
innovation or quality. Fortunately, Creo delivers the most scalable range of
3D CAD product development packages & tools in today’s market. Its
variety of specific features, capabilities, & tools help engineers imagine,
design, & create your products better.

Take your products from concept to digital prototype efficiently,

precisely and intuitively with Creo—on the cutting edge of CAD for more
than 30 years.

4.3Creo Capabilities

PTC’s developers created Creo Parametric as a sound foundation

software that allows its users the ability to expand deeper functionality with
each component. As your products become more complex in its engineering,
Creo offers expanded capabilities to meet your requirements. Every product
isn’t made equal, and your 3D CAD solution shouldn’t be either. Explore
Creo’s capabilities that mold to your unique craft.

4.4 ANSYS

Ansys, Inc. is a public company based in Canonsburg, Pennsylvania.

It develops and markets engineering simulation software. Ansys software is
used to design products and semiconductors, as well as to create simulations
that test a product's durability, temperature distribution, fluid movements,
and electromagnetic properties.

23
 Ansys was founded in 1970 by John Swanson. Swanson sold his
interest in the company to venture capitalists in 1993. Ansys went public on
NASDAQ in 1996. In the 2000s, Ansys made numerous acquisitions of
other engineering design companies, acquiring additional technology for
fluid dynamics, electronics design, and other physics analysis

Ansys develops and markets finite element analysis software used to

simulate engineering problems. The software creates simulated computer
models of structures, electronics, or machine components to simulate
strength, toughness, elasticity, temperature distribution, electromagnetism,
fluid flow, and other attributes. Ansys is used to determine how a product
will function with different specifications, without building test products or
conducting crash tests. For example, Ansys software may simulate how a
bridge will hold up after years of traffic, how to best process salmon in a

24
cannery to reduce waste, or how to design a slide that uses less material
without sacrificing safety.

Most Ansys simulations are performed using the Ansys Workbench

software, which is one of the company's main products. Typically Ansys
users break down larger structures into small components that are each
modeled and tested individually. A user may start by defining the
dimensions of an object, and then adding weight, pressure, temperature and
other physical properties. Finally, the Ansys software simulates and analyzes
movement, fatigue, fractures, fluid flow, temperature distribution,
electromagnetic efficiency and other effects over time.

Ansys also develops software for data management and backup,

academic research and teaching. Ansys software is sold on an annual
subscription basis.

Introduction

Numerical simulations of real-world multiphysics engineering

problems are often comprised of distinct, but connected, steps that cover
everything required for a complete investigation: from importing data, to
defining physical models, to analyzing the results. A simulation process is a
collection of these connected steps that define a complete, end-to-end
physics simulation.

ANSYS AIM provides a convenient workspace called a "study" for

creating and defining one or more simulation processes. Many of the steps in
a simulation process correspond to a "task" in ANSYS AIM.

25
 Each task is a container for everything involved within the step. Once
a task is completed and up-to-date, the task generates data that is transferred
to the next task in the process. The following figure shows an example of a
simulation process with four tasks:

4.4.1 Introduction to ANSYS Workbench

ANSYS Workbench combines access to ANSYS applications with

utilities that manage the product workflow.
Applications that can be accessed from Workbench include: ANSYS
DesignModeler (for geometry creation); ANSYS Meshing (for mesh
generation); ANSYS Polyflow (for setting up and solving computational
fluid dynamics (CFD) simulations, where viscous and viscoelastic flows
play an important role); and ANSYS CFD-Post (for postprocessing the
results). In Workbench, a project is composed of a group of systems. The
project is driven by a schematic workflow that manages the connections
between the systems. From the schematic, you can interact with workspaces
that are native to Workbench, such as Design Exploration (parameters and
design points), and you can launch applications that are data-integrated with
Workbench (such as Polyflow). Data-integrated applications have separate
interfaces, but their data is part of the Workbench project and is

26
automatically saved and shared with other applications as needed. This
makes the process of creating and running a CFD simulation more
streamlined and efficient.

Workbench allows you to construct projects composed of multiple

dependent systems that can be updated sequentially based on a workflow
defined by the project schematic. For instance, you can construct a project
using two connected Polyflow-based systems where the two systems share
the same geometry and mesh; and the second system uses data from the first
system as its initial solution data. When you have two systems connected in
this way, you can modify the shared geometry once and then update the
results for both systems with a single mouse click without having to open the
Meshing application or Polyflow. Some examples of when this is useful
include: performing a non-isothermal flow calculation starting from the
solution obtained from an isothermal one; performing a transient calculation
starting from the solution obtained from a steady-state analysis; and
performing a blow molding simulation using the parison obtained from an
extrusion calculation.

Additionally, Workbench allows you to copy systems in order to

efficiently perform and compare multiple similar analyses. Workbench also
provides parametric modeling capabilities in conjunction with optimization
techniques, which can allow you to investigate the effects of input
parameters on selected output parameters; however, it is recommended that
you use Polyflow’s internal parameterization and optimization capabilities if

27
possible, in order to minimize the computational expense. See the Polyflow
User’s Guide for details.

The following table illustrates the general steps in a simulation and the
corresponding task in an ANSYS AIM study

TABLE 4.1 general steps in a simulation and the corresponding task in

an ANSYS AIM study
4.5 Geometry
A simulation process typically requires a geometry that represents a
physical object that you want to apply to your engineering simulation.
ANSYS AIM enables you to import various geometric and CAD file types.

28
 Fig 4.1 Geometry

The geometry you provide will be used as the basis for the subsequent
assignment of mesh generation, physics, and results properties and tasks.

4.5.1 Import

Import tasks are used to import one or more geometric or CAD file
types for use in downstream Meshing, Volume Creation, or Configuration
tasks.

4.5.2 Multiple Geometry Parameters

While modifying geometry with the Pull or Move tool, each click on
the blue "[P]" button creates a new geometry parameter (driving/ruler
dimension). The "[P]" button will remain blue and this will make it possible
to create multiple geometry parameters for a single dimension. Only the last
created parameter is used when the model is updated from the Geometry
Modeling task, Design Points Dashboard or Parameter Set Workspace. Only
click once on the "[P]" button for each driving dimension and be sure to
delete any parameters thatmay have been created by accident.

29
Source Unsupported Types Recommended
Alternative(s)
AutoCAD *.dxf Import into SCDM and
create 3D bodies, then
transfer those bodies to
AIM. (Note that
AutoCAD *.dwg files
must contain 3D bodies
for use with AIM)
Catia [V4] *.exp, *.session Catia [V4] Model
(*.model), STEP (*.stp,
*.step)
Creo Elements/Direct all formats Creo Parametric (*.prt,
Modeling *.asm),
STEP (*.stp, *.step)
Solid Edge *.pwd Solid Edge (*.par,
*.asm, *.psm),
Parasolid (*.x_t, *.x_b),
STEP (*.stp, *.step)
SolidWorks 2016 (all types) 2016 (all types)

TABLE 4.2 Unsupported Import File Formats

30
4.6 Meshing
ANSYS Meshing. ANSYS Meshing is a general-purpose, intelligent,
automated high-performance product. It produces the most appropriate mesh
for accurate, efficient multi-physics solutions. A mesh well suited for a
specific analysis can be generated with a single mouse click for all parts in a
model.
When the geometry represents a structural region (or solid part), or
when the geometry represents a fluid region (or fluid flow volume), use part-
based meshing to create a mesh. You can also use part-based meshing to
create separate meshes for fluid regions and structural regions; for example,
when you import multiple geometry files.

Fig 4.2 Meshing

4.6.1 Mesh Size and Distribution

An important aspect of meshing in ANSYS AIM is the size function,

which controls how the mesh size is distributed on a face or within a body.
You can enable the Settings > Use predefined settings control to
automatically set the fineness of the mesh, or disable it to set individual
Global Sizing properties manually. In either case, you can set the Global
Sizing > Size function method control according to your preference for mesh

31
size distribution calculations. You determine which refinement mechanisms
are activated by selecting Curvature and proximity, Proximity, Curvature,
Fixed, or Adaptive. Depending on the selected Size function method, you
can also set:
• The angles between normals for adjacent mesh elements
(curvature size function methods)
• The number of mesh elements employed in the gaps between
two geometric entities (proximity size function methods)
• The gradation between minimum and maximum sizes based on
a specified growth rate (all size function methods)

4.7 Physics Solution

Define your physics and solution settings of your simulation,
including setting:
• Physics Regions
• Material Assignments
• Physics Options
• Boundary Conditions
• Initial Conditions (for fluid flow simulations)
• Interface Conditions (for structural simulations)
• Solver Options

Fig 4.3 Physics Solution

32
4.7.1 Material Assignment

Physics > Material Assignment

To assign a material to one or more bodies:
Select a region in your simulation to which you want to assign a
material.

4.7.2 Density

The density of a material is the mass per unit volume. You can define
Density (ρ) as a constant or as an expression. The units are entered as [mass
length^-3], for example "8750 [kg m^-3]".

4.7.3 Isotropic Elasticity

Isotropic elasticity is used to model a material behavior where the

stress versus strain relationship is linear and the loading is kept within the
elastic range. The molecular structure of the material is homogeneous so that
a load in any direction will exhibit the same stress versus strain relationship.
The model follows Hooke's law and so assumes that the stretch or
compression remains in the elastic range of the material and the model will
return to its original shape. Hooke's law requires two terms to be input for
computation, these inputs can be chosen with the Derive from field. Each of
the inputs can be defined as a constant or an expression.

33
 • Young's Modulus (E), base units are entered as [force length^-
2], for example "7.1E10 [N m^-2]"
• Poisson’s Ratio (v), base unit is unitless, for example "0.33"
• Bulk Modulus (K), base units are entered as [force length^-2],
for example "6.96E10 [N m^-2]"
• Shear Modulus (G), base units are entered as [force length^-2],
for example "2.67E10 [N m^-2]"
•
4.7.4 Isotropic Resistivity

Isotropic resistivity is used to model how strongly a material opposes

the flow of electric current in all directions. A low resistivity indicates a
material that readily allows the movement of electrical charge. You can
define isotropic resistivity as a constant, as an expression, or in the form of
tabular data. For details on how tabular data can be defined, see Defining
Material Properties using Tabular Data on page 736 for information. The
units are entered as [electrical resistance length], for example "1.65x10^-
8[ohm meter]."

4.7.5 Isotropic Seebeck Coefficient

The isotropic Seebeck coefficient of a material is a measure of the

magnitude of an induced voltage in response to a change in temperature
across that material. This value is independent of the direction of the applied
temperature gradient. The isotropic Seebeck coefficient can be defined as a

34
constant or an expression, or in the form of tabular data. For details on how
tabular data can be defined, see Defining Material Properties using Tabular
Data on page 736 for information. The base units are entered as [voltage
temperature^-1], for example "6.5 [VC^-1]".

4.7.6 Molar Mass

Molar mass is the average mass of a substance per mole of molecules.

It can be defined as a constant or as an expression. The base units are
entered as [mass mole^-1], for example "28.965 [kg kmol^-1]".

4.7.7 Specific Heat Capacity

The specific heat capacity of a material is the heat required to raise the
unit mass of a substance by one degree of temperature. The specific heat at
constant pressure (c ) can be defined as a constant or as an expression. The
base units are entered as [energy mass^-1 temperature^-1], for example "875
[J kg^-1 C^-1]".

4.7.8 Thermal Conductivity

The thermal conductivity of a material is the ability of the material to

conduct heat. Thermal conductivity is assumed to be isotropic in behavior
which conducts heat equally in all directions. The thermal conductivity (k)
can be defined as a constant, as an expression, or in the form of tabular data.

35
For details on how tabular data can be defined,see Defining Material
Properties using Tabular Data on page 736 for information. The base units
are entered as [power length^-1 temperature^-1], for example "148.6[Wm^-
1 C^-1]".

4.7.9 Thermal Expansion

The thermal expansion of a material is the volumetric response of the

material to a change in temperature. Thermal expansion is assumed to be
isotropic in behaviour and so expands or contracts equally in all directions.)
can be defined as a constant or an expression. The base units are entered as
[temperature^-1], for example "2.3e-05 [C^-1]".

4.7.10 Viscosity

The viscosity is the dynamic viscosity of a material and is the

resistance to flow. The dynamic viscosity must be defined when modeling
fluid flow. The viscosity (μ) can be defined as a constant or an expression.
The base units are entered as [mass length^-1 time^-1], for example
"1.1376E-03 [kg m^-1 s^-1]".

4.7.11 Fatigue Material Properties

Fatigue Life material properties encompass both the set of properties

required for stress life and strain life analysis.

36
4.7.12 Tensile Yield Strength

Tensile yield strength is defined as the point on the Stress-Strain curve

where the material starts to deform plastically. You can define Tensile yield
strength (S ) as a constant or as an expression. The units are entered as
[stress], for example "250000000 [Pa]".

4.8 Results

Once you have a solution, you can use Results to process numerical and
graphical visualizations of your simulation physics. You can use the data
from the Results task to verify your solution, and, if required, refine
parameters to improve your simulation physics.

Fig 4.4 Physics Solution Results

37
 CHAPTER-5

DESIGN

5.1 DRIVING SHAFT DESIGN IN CREO

Fig 5.1 DRIVING SHAFT DESIGN IN CREO

Mechanical properties of Steel

Young’s modules- 2.01E+11 pa
Poission ratio – 0.33
Mechanical properties of Kevlar
Young’s modules- 3.4E+9 pa
Poission ratio – 0.33

38
5.2 Selecting material

Fig. 5.2 Selecting material

5.2.1 Select steel

Fig 5.3 Select Steel

39
 Fig 5.4 Apply default mesh final mesh size-15mm

5.3 Static structural

Fig 5.5 fixed support

40
Fig 5.6 rotational velocity

Fig 5.7 moment

41
5.4 Apply solution- total defomation, stress, strain

Fig 5.8 Apply solution- total defomation, stress, strain

5.5 working for result

Fig 5.9 Working for results

42
 CHAPTER-6
RESULT
6.1 Total deformation of steel
 steel mechanical properties
 density- 7600 kg/m3
 young’s modulus -2.01GPa
 Poisson ratio -0.33

Fig. 6.1 Total deformation of steel

The maximum limit of total deformation is 0.005240 mm

43
6.2 Equivalent elastic strain of steel

Fig.6.2 Equivalent elastic strain of steel

The maximum limit of equivalent elastic strain 3.74N/mm2
6.3 Equivalent stress
The maximum limit of equivalent stress 3.749N/mm2(fig.12)
6.4. Total deformation of Kevlar

44
steel mechanical properties
density- 1400kg/m3
young’s modulus -3.4GPa
Poisson ratio -0.35

Fig. 6.4 Total deformation of Kevlar

The maximum limit of total deformation is 0.31337mm

45
6.5 Equivalent elastic strain of Kevlar
The maximum limit of equivalent elastic strain 0.0002262 N/mm2 (fig.14)

Fig 6.5 Equivalent elastic strain of Kevlar

46
6.6 Equivalent stress for Kevlar

Fig 6.6 Equivalent stress for Kevlar

The maximum limit of equivalent stress 0.74921 N/mm2 (fig.15)

47
6.7 Total deformation of E- glass
steel mechanical properties
density- 2540 kg/m3
young’s modulus -72GPa
Poisson ratio – 0.21
The maximum limit of total deformation is 0.07952mm

Fig 6.7 Total deformation of E- glass

48
6.8 Equivalent elastic strain of E-glass

Fig. 6.8 Equivalent elastic strain of E-glass

The maximum limit of equivalent elastic strain 0.047284N/mm2

49
6.9 Equivalent stress of E-glass

The maximum limit of equivalent stress 0.74667 N/mm2

Fig 6.9 Equivalent stress of E-glass

Sl no Material/ total Equivalent equivalent

parameters deformation elastic stress strain
(mm) (N/mm2) (N/mm2)
1. steel 0.005240 3.74 3.749
2. kevlar 0.31337 0.0002262 0.74921
3. E-glass 0.07952 0.047284 0.74667

50
 CHAPTER-7
CONCLUSION

The usage of composite material has resulted to inconsiderable

amount of weight saving in the range of 24-29% when compared to
conventional steel shaft
The presented work was aimed to reduce the fuel consumption
of the automobile in the particular or any machine, which employs
drive shafts; in general it is achieved by using light
weight composites like Kevlar/Epoxy.
By taking into considerations the weight saving, deformation,
shear stress induced and resonant Frequencies it is evident that
Kevlar/Epoxy composite has the most encouraging properties to act
as replacement for steel out of the considered two materials .
The presented work also deals with design optimization i.e
converting two piece drive shaft (conventional steel shaft) in to single
piece light weighted composite drive shaft.

The Glass/Epoxy material system is having more strength and light

weight as compared to steel material system. Due to unbalance in rotor, the
vibration in hollow rotor-shaft of Glass/Epoxy material is low as compared
to solid Glass/Epoxy rotor-shaft system. In other words, hollow rotor-shaft
system of Glass/Epoxy material is the most stable system.

51
Scope of future work

1. Fatigue life could be determined for the above rotor-shaft systems of each
component.

2. Better performance could be optimized through using different types of

bearings having good stiffness coefficient and damping coefficient.

3. The study could be performed on various composite materials available of

better strength, cheaper and less weight as compared to Glass/Epoxy
composite material.

4. Various analyses could be carried out to obtain more results and study
various effects on the rotor-shaft system. For an example, harmonic analysis
could be performed to study about critical speeds of the rotor-shaft system
under various operating conditions.

52
 REFERENCES

[1] C Sivakandhan &P.SureshPrabhu (2012) “Composite Drive Shaft is

a Good Strength and Weight Saving to Compare Conventional
Materials Design and Analysis of E Glass/Epoxy Composite Drive
Shaft for Automotive Applications “European Journal of
scientific Research Vol.76 No.4 (2012) ,pp.595-600.
[2] Rangaswamy, T &Vijayarangan, S.&Chandrashekar, R.A.
&Venkatesh, T.K. & Anantharaman, K. (2002) “Optimal design
and analysis of automotive composite drive shaft”, International
Symposium of Research Students on Materials Science and
Engineering, 2004, 1-9.
[3] Mohammad Reza Khoshravan, AminPaykani, Aidin Akbarzadeh,”
Design and modal analysis of composite drive shaft for
automotive application” IJEST 11, vol.3,No.4 April 2011.
[4] Mouritz A P.,Thomson R S. “Compression, flexure and shear
properties of a sandwich composite containing defects”,
Composite structures, 1999, pp. 263-278.
[5] Potluri P., Kusak E., Reddy T Y. “Novel stitch bonded sandwich
composite structures”,Composite structures, 59, 2003, 251-259.
[6] Jung-Seok Kim., Hyuk-Jin Yoon., Kwang-Bok Shin. “A study on
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reinforcing dibres”, International Journal of Impact Engineering,
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[7] Davoodi M.M., Sapuan S M., Ahmad D., Aidy A., Khalina A.,
Mehdi Jonoobi. “Conceptselection of car bumper beam with
developed hybrid bio-composite material”, Materials and Design,
32, 2011, 4857-4865.
[8] Kedar S Pandya., Ch. Veerraju., Naik N K. “Hybrid composites
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loading”, Materials and Design, 32, 2011, 4094-4099.
[9] Thimmegowda Rangasamy, SabapathyVijayarangan. “Optimal sizing
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