Design & Analysis of Composite Propeller Shaft

IJSRD - International Journal for Scientific Research & Development| Vol. 3, Issue 10, 2015 | ISSN (online): 2321-0613
All rights reserved by www.ijsrd.com 1078
Design & Analysis of Composite Propeller Shaft
Mr. Hucche Rohan Dilip1 Dr.S.Y.Gajjal2 Prof.V.K.Kulloli3
1
P.G. Student 2
Professor 3
Assistant Professor
1,2,3
NBN Sinhgad School of Engineering, Ambegaon (BK), Pune
Abstract— A Propeller Shaft is the connection between the
transmission and the rear axle of the vehicles. The function
of propeller shaft is to transmit the power from engine to the
rear wheel in case of front engine drive vehicle. High quality
steel (Steel SM45) is most commonly used material. The
steel drive shaft consists of three universal joints, a center
supporting bearing and a bracket, which increase the total
weight of a system. The Power transmission can be
improved through reducing its weight. According to
previous researches many have done the various
experiments to reduce the weight by changing the ply
thickness, fiber orientation angle, number of plies but until
now no one has studied the effect on the properties of the
composite formed by changing volume fraction of carbon
fiber & epoxy resin. The focus of this work will be to
investigate either replacing steel structure of propeller shaft
by composite structure such as carbon fiber & epoxy resin to
minimize the cost and weight, also to check the suitability of
composite structures by experimental method and software
testing.
Key words: Composite Material, Carbon Fiber, Epoxy
Resin, Propeller Shaft
I. INTRODUCTION
The drive shaft is the most important component to any
power transmission application; automotive drive shaft is
one of this. However the drive shaft of the automobile is
also referred to as the propeller shaft because apart from
transmitting the rotary motion from the front end to the rear
end of the vehicle, these shafts also propel the vehicle
forward. A driveshaft is the connection between the
transmission and the rear axle of the vehicles. The function
of propeller shaft is to transmit the power from engine to the
rear wheel in case of front engine drive vehicle.
Conventional steel propeller shaft is made in two pieces to
increase its fundamental natural frequency and bending
strength. The use of two piece shaft increases the total
weight of the vehicle due to use of bearings and coupling at
the center to support the shaft.
According to survey it is found that around 17-22%
of total energy developed by the engine is lost due to weight
of the vehicle. Due to this reason many researches is going
on to reduce the weight of the vehicle by using light weight
parts such as coupling, chassis, shaft with holes &composite
materials parts. This work is also related with the same
concept to reduce the weight of the vehicle with the
application of the lightweight materials such as carbon fiber
and Epoxy resin. Composite materials have high damping
capacity and hence they produce less vibration and noise
with the ability of good corrosion resistance. Composite
structures have longer fatigue life than steel or aluminum
shaft. Composite materials can be tailored to efficiently
meet the design requirements of strength, stiffness and
composite drive shafts weight less than steel or aluminum.
The focus of the work will be to reduce the weight
of the propeller shaft by considering various constraints
such as cost, torque transmission capacity, speed of rotation
and space available i.e. diameter of shaft. According to
previous researches many have done the various
experiments to reduce the weight by changing the ply
thickness, fiber orientation angle, number of plies but until
now no one has studied the effect of carbon fiber on the
properties of the composite formed as the cost also impact
on acceptance of the materials so the main aim of this work
to minimize the cost and weight with the given working
constraints.
II. PROBLEM STATEMENT
A driveshaft is the connection between the transmission and
the rear axle of the vehicle. The entire driveline of the car is
composed of several components, each with rotating mass.
The two-piece steel drive shaft consists of three universal
joints, a center supporting bearing and a bracket, which
increases the total weight of an automotive vehicle and
decreases fuel efficiency. 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. A one-
piece composite shaft can be manufactured so as to reduce
the weight & satisfy the vibration requirements. Lower
rotating weight transmits more of available power. This
eliminates all the assembly, connecting the two piece steel
shafts and thus minimizes the overall weight, vibrations and
the total cost. Due to the weight reduction, fuel consumption
will be reduced.
III. METHODOLOGY
Fig. 1: Methodology
In the present study, it is very important and necessary to
develop proper composite shaft specimen by fabrication
method. There are lots of fabrication methods to develop
composite shaft. It is essential for the reader to know how
these materials are made. The selection of a fabrication
process obviously depends on the constituent materials in
the composite, with the matrix material being the key. The
name of fabrication processes given below.
 Hand lay-up.
 Spray-up.
 Automated lay-up.
 Pultrusion process.

(IJSRD/Vol. 3/Issue 10/2015/249)
 Filament winding.
 Resin transfer molding.
Filament winding method is used to fabricate
composite shaft.
A. Fabrication Method
The most common materials are glass/carbon fiber and
epoxy resin, although higher performance materials can also
be used. In general, composite fiber winding machines are
developed due to technological advances in various
industries including aerospace, marine, electrical, chemical,
transportation, as well as piping system.
Filament winding is a fabrication technique mainly
used for manufacturing open (cylinders) or closed end
structures (pressure vessels or tanks). The process involves
winding filaments under tension over a male mandrel. The
mandrel rotates while a wind eye on a carriage moves
horizontally, laying down fibers in the desired pattern. The
most common filaments are carbon or glass fiber and are
coated with synthetic resin as they are wound. Once the
mandrel is completely covered to the desired thickness, the
resin is cured; often the mandrel is placed in an oven to
achieve this, though sometimes radiant heaters are used with
the mandrel still turning in the machine. Once the resin has
cured, the mandrel is removed, leaving the hollow final
product. For some products such as gas bottles the 'mandrel'
is a permanent part of the finished product forming a liner to
prevent gas leakage or as a barrier to protect the composite
from the fluid to be stored.
Filament winding is well suited to automation, and
there are many applications, such as pipe and small pressure
vessel that are wound and cured without any human
intervention. The controlled variables for winding are fiber
type, resin content, wind angle, tow or bandwidth and
thickness of the fiber bundle. The angle at which the fiber
has wound effects on the properties of the final product.
The percentage of fiber and matrix was 50:50 in
weight at first, which will vary afterwards according to
experiments. Fiber orientation also changes to study the
different orientations of fibers on vibration. Below figure
shows the filament winding techniques.
Fig. 2: Filament Winding Process
IV. EXPERIMENTATION
A. FFT Analyzer Testing:
FFT analyzer is used to analyze vibration, to know the
natural frequencies of the test specimen.
1) Test Setup
Following apparatus will be used to perform the experiment:
 Impact Hammer.
 Accelerometer.
 Multi-channel Vibration Analyzer (At least two-
channel).
 A PC or a Laptop loaded with software for modal
analysis.
 Test-specimen (A composite shaft).
 Power supply for the PC and vibration analyzer,
connecting cables for the impact hammer and
accelerometer, fasteners and spanner to fix the
specimen in the fixture, and adhesive/wax to fix the
accelerometer).
The connections of all the instruments are done as
per the guidance manual. The specimen was excited by
impact hammer.
2) Test Procedure
 Prepare the Specimen: Fix the test specimen made of
composite material in fixture and divide the whole
length of it into equal number of parts. Fix the
accelerometer to the specimen at one of the node.
 Connect the wires and cables.
 Switch on the power supply. Open the software of
vibration analysis and experimental modal analysis
installed on the PC/laptop. Provide necessary inputs
and make necessary settings in the software. Ensure
that there is proper supply and communication between
the devices connected.
 Now we shall provide impacts by the impact hammer
on the nodes marked on the test specimen one by one.
Signals from the impact hammer and the accelerometer
will be received by the vibration analyzer for each
impact provided one by one and will be compared and
analyzed by the software. Curve known as Frequency
Response Function (FRF) will be generated by the
software that is used to find the natural frequencies of
the plate.
 Observe the curve and read frequencies that correspond
to peaks of the FRF.
Fig. 3: Experimental Setup
B. Torsion Testing
Torsion testing of the specimen is carried out to study the
torque applied versus angle of twist behavior of the drive
shaft & determine the mechanical properties, e.g., Modulus
of rigidity, Shear strength, and shear strain in torsion.
1) Test setup
Following apparatus will be used to carry out the torsion
testing
 Test specimens
 Micrometer or venire caliper
 Permanent pen
 Torsion testing machine

2) Test Procedure
 Measure initial diameter, initial length and initial gauge
length of the specimen. Record these parameters on the
table provided.
 Draw a line using a permanent pen along the length of
the test specimen. This line will help to notice the
degree of rotation during applying the twisting moment.
 Grip the test specimen on to the torsion testing machine
using hexagonal sockets and make sure the specimens
are firmly mounted. Fit both ends of the specimen to
input and torque shafts and set reading on the torque
meter to zero.
 Start twisting the specimen at strain increment of 10
until failure occurs. Record the received data rotation in
the table provided for the construction of torque and
degree relationship.
 Construct the relationship between shear stress and
shear strain. Determine maximum shear stress, shear
stress at proportional limit and modulus of rigidity.
 Sketch fracture surfaces of failed specimens and
described their natures in the table provided.
 Discuss and conclude the obtained experimental results.
Fig. 4: Torsion Twisting of Bar
V. SOFTWARE TESTING
Finite element analysis is a computer based analysis
technique for calculating the strength and behavior of
structures. In the FEM the structure is represented as finite
elements. These elements are joined at particular points
which are called as nodes. The FEA is used to calculate the
deflection, stresses, strains temperature, buckling behavior
of the member. FEA involves three stages of activity. The
finite element analysis methods provide results of stress
distribution, displacements and reaction loads at supports
etc. for the model.
General procedure of FEA can be described shortly
as follows.
 Select suitable field variables and the elements.
 Discretization of continua.
 Select interpolation functions.
 Find the element properties.
 Assemble element properties to get global properties.
 Impose the boundary conditions.
 Solve the system equations to get the nodal unknowns.
 Make the additional calculations to get the required
values.
VI. DESIGN OF PROPELLER SHAFT
A. Selection of Cross-Section
The drive shaft can be solid circular or hollow circular. Here
hollow circular cross-section is chosen because:
 The hollow circular shafts are stronger in per kg
weight than solid circular.
 The stress distribution in case of solid shaft is zero
at the center and maximum at the outer surface
while in hollow shaft stress variation is smaller. In
solid shafts the material close to the center are not
fully utilized.
Parameter of
shaft
Symbol Value Unit
Outer Diameter d0 68 mm
Inner Diameter di 63 mm
Length of the Shaft L 1300 mm
Thickness of Shaft T 2.4 mm
Table 1: Design Parameters For Steel Drive Shaft
Mechanical Properties Symbol Value Units
Young’s Modulus E 207 Gpa
Shear Modulus G 80 Gpa
Poisson’s ratio µ 0.3 -
Density  7800 Kg/m3
Shear Strength Ss 370 MPa
Table 2: Mechanical Properties Steel Shaft
B. Mass of the Steel Drive Shaft
“m = ρAL”
= ρ×Π/4×(d02 - di2) × L”
= 7800 × 3.14/4 × (0.0682– 0.0632) × 1.3
m= 5.10kg.
Property Carbon / epoxy Unit
E11 47.05 GPa
E22 58.64 GPa
G12 5.6 GPa
µ12 0.3 -
σT
1= σC
1 2910.0 MPa
σT
2= σC
2 40.0 MPa
τ12 72.0 MPa
 1550.5 kg/m3
Vf 0.6 -
Table 3: Mechanical Properties of E-Glass / Epoxy
A. Mass of Composite Drive Shaft
“m = ρAL”
= ρ×Π/4×(d0
2
- di
2
) × L
= 1550.5× 3.14/4 × (0.03342
– 0.0272
) ×1.3
m= 2.44 kg
VII. CONCLUSION
The composite propeller shaft can be designed to replace the
conventional steel propeller shaft of an automobile. The
mass of the propeller shaft can be reduced by using
composite material. Near about 50% to 60% of weight
reduction can be obtained using composite material.

REFERENCES
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Design & Analysis of Composite Propeller Shaft

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