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FAILURE OF DRIVE SHAFT USING FINITE ELEMENT ANALYSIS MOHD ZULHILMI BIN MD YUSOF Report submitted in partial fulfilment of the requirements for the award of the degree of Bachelor of Mechanical Engineering with Automotive Engineering. Faculty of Mechanical Engineering UNIVERSITI MALAYSIA PAHANG DECEMBER 2010

FAILURE OF DRIVE SHAFT USING FINITE ELEMENT ANALYSIS

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Page 1: FAILURE OF DRIVE SHAFT USING FINITE ELEMENT ANALYSIS

FAILURE OF DRIVE SHAFT USING FINITE ELEMENT ANALYSIS

MOHD ZULHILMI BIN MD YUSOF

Report submitted in partial fulfilment of the requirements for the award of the degree of

Bachelor of Mechanical Engineering with Automotive Engineering.

Faculty of Mechanical Engineering UNIVERSITI MALAYSIA PAHANG

DECEMBER 2010

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SUPERVISOR’S DECLARATION

I hereby declare that I have checked this project and in my opinion, this project is

adequate in terms of scope and quality for the award of the degree of Bachelor of

Mechanical Engineering with Automotive Engineering.

Signature : ---------------------------------

Name of Supervisor : PN. NORHAIDA BINTI AB. RAZAK

Position : LECTURER OF MECHANICAL ENGINEERING

Date : 6 DECEMBER 2010

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STUDENT’S DECLARATION

I hereby declare that the work in this project is my own except for quotations and

summaries which have been duly acknowledged. The project has not been accepted for

any degree and is not concurrently submitted for award of other degree.

Signature : ..................................

Name : MOHD ZULHILMI BIN MD YUSOF

ID Number : MH07013

Date : 6 DECEMBER 2010

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ACKNOWLEDGEMENTS First of all I would like to express my sincere gratitude to my supervisor Pn.

Norhaida Binti Ab. Razak for his germinal ideas, invaluable guidance, continuous encouragement and constant support in making this research possible. He has always impressed me with his outstanding professional conduct, his strong conviction for science, and his belief that a Degree program is only a start of a life-long learning experience. I appreciate his consistent support from the first day I applied to graduate program to these concluding moments. I also sincerely thanks for the time spent proofreading and correcting my many mistakes.

My sincere thanks go to all my mates and members of the staff of the Mechanical Engineering Department, UMP, who helped me in many ways and made my stay at UMP pleasant and unforgettable. Many special thanks go to instructor engineer and assistance instructor for their excellent co-operation, inspirations and supports during this study.

Finally, I acknowledge my sincere indebtedness and gratitude to my parents for their love, dream and sacrifice throughout my life. I cannot find the appropriate words that could properly describe my appreciation for their devotion, support and faith in my ability to attain my goals. Special thanks should be given to my committee members. I would like to acknowledge their comments and suggestions, which was crucial for the successful completion of this study.

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ABSTRACT

This project presented about a failure of drive shaft in conventional passenger vehicles. Perodua Kancil front wheel drive shaft was chosen as the specimen of this analysis. This project deals with analysis on stress using finite element method. The solid model of the drive shaft need to be constructs using SOLIDWORK software. The type of material used in the drive shaft need to be known first before stress analysis can be performed using Patran-Nastran software. The known material will provide the information such as density, modulus of elasticity and tensile strength required for the software to perform the stress and failure analysis. Spectroscopic analysis is carried out using FOUNDRY-MASTER UV instrument. The load applied at the ends of the shaft that are lateral bending load of 1/4 of weight of the full car. Boundary conditions are applied at the bearing and geared location. The highest stress at and displacement was predicted occurred at the fillet cross section location. Stresses will concentrate in the smaller diameter portion due to change in shaft diameter as they pass from large to the small diameter. In any case, one must determine the cause of failure and predict the fatigue life to prevent future occurrence and to improve the performance of the device, component or structure.

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ABSTRAK

Projek ini mempersembahkan tentang kegagalan aci pemacu kenderaan penumpang konvensional. Aci pemacu roda depan Perodua Kancil dipilih sebagai spesimen dalam analisis ini. Projek ini berkaitan dengan analisis terhadap stres menggunakan kaedah unsur hingga. Model aci pemacu roda perlu pembina menggunakan perisian SOLIDWORK. Jenis bahan yang digunakan dalam aci pemacu perlu diketahui terlebih dahulu sebelum analisa tegangan boleh dilakukan dengan menggunakan perisian Patran-Nastran. Kandungan bahan yang dikenali akan memberikan maklumat seperti kerapatan, modulus elastisitas dan kekuatan tarik yang diperlukan untuk perisian bagi melakukan analisis stres dengan menggunakan perisian Patran-Nastran. Analisis spektroskopi dilakukan dengan menggunakan alat FOUNDRY-MASTER UV. Beban yang diterapkan pada hujung aci adalah 1 / 4 berat kereta penuh. Keadaan batasan diletakkan pada lokasi gear dan bebola. Tegangan dan pemindahan yang tertinggi diramalkan berlaku di kawasan keratan rentas filet.Tegangan akan menumpu pada kawasan diameter yang lebih kecil kerana perubahan diameter aci pemacu dari diameter besar ke diameter kecil. Dalam kes apapun, seseorang harus menentukan penyebab kegagalan dan meramal umur kelelahan untuk mengelakkan berlakunya kegagalan pada masa depan dan untuk meningkatkan prestasi komponen, peranti atau struktur.

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TABLE OF CONTENTS

Page

SUPERVISOR’S DECLARATION ii

STUDENT’S DECLERATION iii

DEDICATION iv

ACKNOWLEDGEMENT v

ABSTRACT vi

ABSTRAK vii

TABLE OF CONTENTS viii

LIST OF TABLES xi

LIST OF FIGURES xii

LIST OF SYMBOLS xv

LIST OF ABBREVIATIONS xvi

CHAPTER 1 INTRODUCTION 1

1.1 Background. 1

1.2 Objective. 2

1.3 Scope of the project. 2

1.4 Problem statement. 3

CHAPTER 2 LITERATURE REVIEW 4

2.1 Introduction 4

2.2 Drivetrain Fundamentals 4

2.2.1 Rear-Wheel-Drive (RWD) 5 2.2.2 Front-Wheel-Drive (FWD) 6 2.2.3 Four-Wheel-Drive (4WD) 7 2.3 Drive Shafts 8

2.4 Universal Joint (U-Joint) 9

2.5 Constant Velocity (CV) Joint 10

2.5.1 Outer CV Joint 11 2.5.2 Inner CV Joint. 12

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2.6 Various Types of Drive Shafts. 12

2.6.1 Bar Shaft. 12 2.6.2 Tube Shaft. 14 2.7 Modern Drive Shaft Manufacturing Processes. 15

2.7.1 Choice of Material. 16 2.7.2 Spline Manufacturing by Rolling. 16 2.7.3 Heat Treatment. 17 2.8 Failure of Shaft. 17

2.9 Finite Element Method. 18

2.10 Mechanical Behavior of Metal 19

2.11 Fatigue. 20

CHAPTER 3 METHODOLOGY 23

3.1 Introduction 21

3.2 Model Drawing. 25

3.3 Spectroscopic Analysis 27

3.4 Stress Analysis. 30

CHAPTER 4 RESULT AND DISCUSSION. 33

4.1 Introduction 33

4.2 Finite Element Analysis 33

4.2.1 Results of Meshing. 31 4.2.2 Results of Spectroscopic Analysis. 34 4.2.3 Results of The Stress Analysis. 36 4.2.4 Results of The Displacement Analysis. 37

CHAPTER 5 CONCLUSION AND RECCOMENDATION 38

5.1 Introduction. 38

5.2 Conclusion and Recommendation 38

REFERENCES 39

APPENDICES 39

A Gantt Chart for FYP 1 39

B Gantt Chart for FYP 2 40

C Technical Drawing of Drive Shaft 41

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D Solid Model Drawing of Drive Shaft 42

E Spectroscopic Analysis Results of Drive Shaft 43

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LIST OF TABLES

Table No. Title Page 4.1 Meshing Results 33 4.2 Material Composition of Drive Shaft (%) 34 4.3 Comparison of Drive Shaft Material and AISI 5000 (%) 35 4.4 Mechanical Properties of AISI 5000 series steel 35

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LIST OF FIGURES

Figure No. Title Page 1.1 Perodua Kancil Front Drive Shaft. 2 2.1 Four drivetrain configuration;

(A) RWD with a front-mounted longitudinal engine. (B) RWD with a longitudinally mounted engine in front of the rear axle. (C) RWD with a horizontally-opposed engine mounted behind the rear axle. (D) FWD with a front-mounted transverse engine

5

2.2 The Drivetrain of RWD 6 2.3 The Drivetrain on FWD. 7 2.4 The Drivetrain of 4WD 8 2.5 Universal Joint 9 2.6 Constant-Velocity Joint 10 2.7 Up to a 40 degree of operating angel 11 2.8 Rzeppa CV Joint. 11 2.9 Tripod CV Joint. 12 2.10 Simple, Cylindrical Bar Shaft 13 2.11 Bar Shaft With Special Boot Fixings. 13 2.12 Weight Optimized Bar Shaft. 13 2.13 NVH-tuned Bar Shaft (additional tuned mass) 14 2.14 NVH-tuned Bar Shaft (additional tuned damper) 14 2.15 Complete Drilled Drive Shaft. 14 2.16 Tube Shaft With a Single Weld Seam. 15

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2.17 Tube Shaft with Two Weld Seams (cylindrical tube). 15 2.18 Tube Shaft with Two Weld Seams (stepped cylindrical tube). 15 2.19 Spline Rolling. 16 2.20 Gas Carburizing Process. 17 2.21 Failed Drive Shaft. 18 2.22 Typical engineering stress-versus-engineering strain curve 19 2.23 S-N Curve Graph. 21 3.1 Vernier caliper 23 3.2 Flow Chart/ Project Flow for Final Year Project 24 3.3 A scematic Technical Drawing and Photograph of The Analyzed

Driveshaft. 24

3.4 Drawing of Driveshaft’s Cross-sectional Area. 25 3.5 Revolve and Circular Pattern Feature Results. 26 3.6 Final Completed Model of Driveshaft. 26 3.7 FOUNDARY-MASTER UV 27 3.8 Drive Shaft Samples 27 3.9 Linear precision saw machine 28 3.10 Grinding machine 28 3.11 Metal & alloy composition search. 29 3.12 Meshing operation 30 3.13 Boundary condition and load 31 3.14 Material properties input 32 3.15 Nastran solver. 32 4.1 Meshing Results 33

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4.2 Stress Analysis Results. 36 4.3 Displacement Analysis Results. 37

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LIST OF SYMBOLS

� Stress (MPa) � Strain (MPa)

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LIST OF ABBREVIATIONS

FWD Front wheel drive RWD Rear wheel drive 4WD Four wheel drive CV Constant velocity OES Optical Emission Spectroscopy

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CHAPTER 1

INTRODUCTION

1.1 BACKGROUND

The power produced from an engine of automobile can be transferred to the

drive wheel by power transmission system. Each automobile has different power

transmission system constructive features depend on the vehicle’s driveline

concept.(H.Bayrakceken et al., 2006) To transmit the driving torque from the engine or

gear unit to the wheels, most of passenger car and light vehicle driven by combustion

engine has at least two driveshaft as a basic requirement (Amborn, P. 1995).

During operation, torsional stress and bending stress was experienced by

driveshaft due to the weight of the car or misalignment of journal bearing (Asi, 2006).

In order to meet the requirements of one of the most highly stressed components in

automotive assembly, a failure investigation must be conducted. Finite element method

was used as stress analysis to determine the stress conditions at the failed section.

Nearly all of driveshaft are metal shafts or metal tubes that has special joint at each end

called universal joint (U-joint) or constant-velocity (CV) joint (Birch and Rockwood,

2005).

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1.2 OBJECTIVE

The main objective of this project is:

i. To construct

ii. To investigate the material composition of the drive shaft.

iii. To investigate the stress analysis

using PATRAN

1.3 SCOPE OF THE PROJECT

This project will focus on

of Perodua Kancil as in Figure 1.1

a total length of 677 mm with

100 mm respectively. The model must be constructed using SOLIDWORK software

before it can be imported into

analysis need to be done to the drive shaft

know the type of material used. The

used in stress analysis were taken from the material website database.

Figure

The main objective of this project is:

To construct the geometry of the driveshaft using SOLIDWORK.

To investigate the material composition of the drive shaft.

investigate the stress analysis and predict the failure

PATRAN-NASTRAN software.

SCOPE OF THE PROJECT

This project will focus on performing failure analysis to front wheel drive

as in Figure 1.1 using PATRAN-NASTRAN software.

a total length of 677 mm with the outer diameter and the inner diameter

The model must be constructed using SOLIDWORK software

before it can be imported into PATRAN-NASTRAN to be analyzed.

analysis need to be done to the drive shaft using FOUNDRY-MASTER UV

type of material used. The physical and mechanical properties that will be

were taken from the material website database.

Figure 1.1: Perodua Kancil Front Drive Shaft

2

the geometry of the driveshaft using SOLIDWORK.

To investigate the material composition of the drive shaft.

and predict the failure of driveshaft

performing failure analysis to front wheel drive shaft

software. The shaft has

the outer diameter and the inner diameter of 117 mm and

The model must be constructed using SOLIDWORK software

to be analyzed. Spectroscopic

MASTER UV in order to

physical and mechanical properties that will be

were taken from the material website database.

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1.4 PROBLEM STATEMENT

Drive shafts are one of the most important components in vehicles. It generally

subjected to torsional Stress and bending stress due to weights of components. Thus,

these rotating components are susceptible to fatigue by the nature of their operation.

Common sign of driveshaft failure is vibration or shudder during operation. Driveshaft

mainly involves in steering operation of vehicle. Drivers will lose control of their

vehicle if the drive shafts broke during high speed cornering. Because of this human life

can be in great danger if we don’t know when, where and how the drive shaft will

failed. It is very important to know the accurate prediction for the drive shaft to fail.

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CHAPTER 2

LITERATURE REVIEW

2.1 INTRODUCTION

This chapter will explain more about the information collected related to this

project such as automotive drive train concept, types of driveshaft, joint used in

driveshaft, manufacturing process of driveshaft, the common type of failure to

driveshaft, finite element method and fatigue.

2.2 DRIVETRAIN FUNDAMENTALS

An automotive drivetrain is an assembly of one or more driveshaft, universal

joint, and slip joint that forms the connection between the transmission and the drive

axle. The function of drivetrain is that it allows the driver to control the power flow,

speed and multiple the engine’s torque. Besides that, the drivetrain allow the driven

wheels to make turns without causing excessive tire and gear wear. The design of the

vehicle will determine how the configuration of the drivetrain is which can be front-

wheel-drive (FWD), rear-wheel-drive (RWD), and four-wheel-drive (4WD) as shown in

Figure 2.2 (Kershaw and Halderment, 2007).

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Figure 2.1: Four drivetrain configuration;

engine. (B) RWD with a longitudinally mounted engine in front of the rear axle. (C)

RWD with a horizontally

Source:

2.2.1 Rear-Wheel-Drive (RWD)

Nowadays, fewer vehicles were made as RW

disadvantages compared to others drive train.

drive train concept before FWD was introduced.

vehicle placed at the front while the drive line while the driven wheel located at the rear

as shown in Figure 2.2.

the need of a driveshaft.

driveshaft, and rear axle. The drive line connect the transmission output shaft to the rear

axle (Crouse and Anglin, 1993)

Four drivetrain configuration; (A) RWD with a front-mounted longitudinal

engine. (B) RWD with a longitudinally mounted engine in front of the rear axle. (C)

RWD with a horizontally-opposed engine mounted behind the rear axle. (D) FWD with

a front-mounted transverse engine.

Source: Kershaw and Halderment (2007)

Drive (RWD)

, fewer vehicles were made as RWD except luxury car

disadvantages compared to others drive train. This was the original layout for vehicle

drive train concept before FWD was introduced. RWD is where the engine of the

vehicle placed at the front while the drive line while the driven wheel located at the rear

Moreover, moving the engine closer to the drive axle eliminates

the need of a driveshaft. The drive train of a RWD consists of a clutch, transmission,

driveshaft, and rear axle. The drive line connect the transmission output shaft to the rear

(Crouse and Anglin, 1993).

5

mounted longitudinal

engine. (B) RWD with a longitudinally mounted engine in front of the rear axle. (C)

opposed engine mounted behind the rear axle. (D) FWD with

except luxury car due to

This was the original layout for vehicle

D is where the engine of the

vehicle placed at the front while the drive line while the driven wheel located at the rear

engine closer to the drive axle eliminates

of a clutch, transmission,

driveshaft, and rear axle. The drive line connect the transmission output shaft to the rear

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Figure 2.2: The drivetrain of RWD.

Source: Crouse and Anglin (1993)

The advantages of RWD is that there is no body vibration because the engine

and gearbox are attach to the car frame through mount so that their vibration does not

pass to the body.This will creates better confort to the user. By focusing the front

wheels to do the steering, and the rear wheels driving the car will result in a better-

balanced vehicle on dry pavement.This eliminates torque steer and improves

acceleration. However there is disadvantages in RVD that make car manufacturer shift

from RVD to FWD. It is more expensive to produce RVD vehicle because long rear

driveshaft and rear drive axle is needed.Besides that, RVD cars are heavier and they

have a tunnel in the middle of the body, which reduce the saloon space. More

importantly, RVD tend to slip more in sharp snow or rain.

2.2.2 Front-Wheel-Drive (FWD)

The driveline concept that is more commonly used nowadays is the front-wheel

drive (FWD) as shown in Figure 2.3. It consists of a clutch, transaxle, and a pair of

drive shaft.(Birch and Rockwood, 2005).The major difference of FWD compared to

RWD is that there is no propeller shaft used in FWD. The movement of the vehicle is

generated by flowing the power from the differential section of the transaxle through

halfshafts to the wheels.

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Figure 2.3: The drivetrain on FWD.

Source: Birch and Rockwood (2005)

The production cost far FWD vehicle is more economical due to the removal of

propeller shaft and rear drive axle installation. Moreover manufacturer can lowered and

flattened the floor in order to increase the amount of passanger compartment and trunk

space due to the absence of propeller shaft. With most of its weight at the front, FWD

holds an advantage in slippery conditions such as ice or snow as more weight is over the

drive wheels reducing slip during acceleration. Weight reduction due to less component

used will improve the fuel eficiency.However, the disadvantages of FWD are mainly

the decrease in vehicle handling ability. With more weight over the front of the

automobile, the back end tends to become very light. Rear tire traction is decreased and

the car may swap ends on icy roads easier.

2.2.3 Four-Wheel-Drive (4WD)

A four-wheel-drive (4WD) vehicle is where the vehicle can drive two wheel all

of the time all four wheel part of the time depending on the road condition as shown in

Figure 2.4. Different 4WD vehicle has different four-wheel configuration. The basic

types of configuration commonly use in industry is part-time 4WD, full-time 4WD, all-

wheel-drive (AWD) and automatic 4WD. The 4WD vehicle drivetrain consist of a

clutch, transmission, driveshaft, rear axle, transfer case, front driveshaft and front drive

axle. Some of the component is similar to RWD drivetrain.

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Source:

During off-road driving and driving on wet or icy road, the 4WD drive train can

increase traction to ensure safer driving experience

2007). Moreover, the vehicle will have more pulling power when it drives its entire

wheel. The main disadvantage of 4WD

to complex transmission component and require more m

more complex procedure of maintenance and repair compared to two

design.

2.3 DRIVE SHAFTS

Power produced by the engine will be transferred

The usage of driveshaft

because it is less likely to become jammed or broken c

construction features of driveshaft

vehicle. RWD vehicle usuall

joint (U-joint) and slip joint at each end. As for FWD vehicle use driveshaft

shafts that has constant

function of the joint is to allow

Figure 2.4: The drivetrain of 4WD.

Source: F.Kershaw and D.Halderman (2007)

road driving and driving on wet or icy road, the 4WD drive train can

increase traction to ensure safer driving experience (F.Kershaw and D.Halderman,

Moreover, the vehicle will have more pulling power when it drives its entire

el. The main disadvantage of 4WD is that higher manufacturing

to complex transmission component and require more machinery. Moreover 4WD need

more complex procedure of maintenance and repair compared to two

SHAFTS

Power produced by the engine will be transferred to the wheel though driveshaft.

The usage of driveshaft as a power transmitter in automobile is more

it is less likely to become jammed or broken compared to chain

of driveshaft used is different depending on the drivetrain of the

usually use drive shaft called propeller shafts

joint) and slip joint at each end. As for FWD vehicle use driveshaft

that has constant-velocity joint at each end (Crouse and Anglin, 1993)

function of the joint is to allow changes in suspension angle.

8

road driving and driving on wet or icy road, the 4WD drive train can

(F.Kershaw and D.Halderman,

Moreover, the vehicle will have more pulling power when it drives its entire

is that higher manufacturing costs required due

achinery. Moreover 4WD need

more complex procedure of maintenance and repair compared to two-wheel-drive

to the wheel though driveshaft.

as a power transmitter in automobile is more convenience

ompared to chain-drive. The

used is different depending on the drivetrain of the

called propeller shafts that has universal

joint) and slip joint at each end. As for FWD vehicle use driveshaft called half

d Anglin, 1993). The

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2.4 UNIVERSAL JOINT (U-JOINT)

A universal joint (U-joint) is a joint in a rigid rod that permits the rod to move

up and down while spinning in order to transmit power by changing the angle between

the transmission output shaft and the driveshaft as shown in Figure 2.5. The most

common types of U-joint used in automotive industry is Hooke or Cardan joint (Birch

and Rockwood, 2005). A basic U-joint consists of driving yoke, driven yoke, spider and

trunnions. Each connection part of the spider and trunnion are assembled in needle

bearing together with the two yokes. The driving yoke force the spider to rotate the

other two trunnions. The previous action causes the driven yoke to rotate.

Figure 2.5: Universal joint

Source: Birch and Rockwood (2005)