Design and Selection Of Propeller Shaft For

Off-Road Vehicle (LPTA 3945 MRSAM 8x8)

Under The Guidance Of

Dr. K.D.P. SINGH
Department of Mechanical Engg.
Nit Jamshedpur
Submitted By
Ravi Kumar
Hiralkumar Patel
Energy System Engg. DGM
2017PGMEES07 ERC, Transmission Testing
Tata Motors, Pune
 Introduction
In the classical layout of automotive vehicle, the power source or engine, has
been at the front and the drive at rear. A connecting shaft or driveline is
required to transmit the power from engine and transmission to the final
drive or differential at the rear.
Basically, the driveline act as a torsional elastic member in the typical
driveline and in its simplest form is a torsional spring connecting two masses
of relatively large rotating inertias. In a more practical sense, the driveline is
an assembly of one or more universal jointed solid or tubular shafts. It
provides axial motion and transmits torque and rotational motion at a fixed
or varying angular relationship from one shaft to another.
For example, when the differential is part of the flexibly mounted or unsprung live,
rigid axle, the driveline obviously must provide for axial length changes and require
universal joints to accommodate the relative angular movement.
In addition, these universal jointed axle shafts are required on the vehicles having the
power source and driving wheel located at the same end, such as front located engine
with front drive, or rear-located engine with rear drive.

Basic Driveline Types:-

The two basic types of main drivelines used in automotive applications have been the
torque tube driveline and the Hotchkiss drive (Open Driveline) constructions.
The torque tube drive shaft, now nearly obsolete, was once, commonly used in
passenger cars. In addition to transmitting driving torques, torque from engine and
transmission to the live rigid rear axle differential, the torque tube drive also had to
resist torque reaction and transmit driving and braking thrust forces from wheels to
the vehicles, through the torque ball located on its forward end. This toque ball
contained an enclosed universal joint. Among the major disadvantage of the torque
tube drive has been high cost, adding to unsprung weight when used with a live axle
and the hollow tube acting as an amplifier, resulting in the transmission of
undesirable driveline noises and disturbances. In addition, repair or servicing costs, if
needed, tend to be high.
The open driveline design, having two or more universal joints, is presently, the most
common means of transmitting power from the engine and transmission to the axle
final drive unit. With this construction, only driveline torque is transmitted through
the driveshaft. The driving and braking thrust forces from the wheels and axles
torque reactions forces are transmitted to the vehicle through the suspension
components. The only thrust forces imposed on the driveshaft is due to suspension
motion, power plant motions and wind-up or wind-down of the rear axle carrier
nose, especially under conditions of high torque applications.

Among the major advantages of the open driveline are: low cost, ease of
manufacture, reduced vehicle weight and ease of installation and servicing. Also, the
open driveline allows the flexibility to design a satisfactory driveline arrangement to
meet varying vehicle installation requirements.
 Literature Review
Design of Propeller shaft For LPTA 3945 MRSAM

Cardan Joint:-
The most critical part in design of driveline is Universal joint. A universal joint s
mechanical component which is used to transmit torque and/or rotational
motion from one shaft to another at fixed or varying angle of intersection of the
shafts axes.

Kinematics of Cardan joint:-

Kinematic motion of universal joint differs from other joints as it develops non-
uniform motion as it rotates.
This motion has following characteristics:-
a. The average angular displacement and velocity is uniform for both the
shafts. That is, if driving yoke rotates one revolution the driven shaft also
rotates one revolution. However, during this revolution, the
instantaneous angular velocity and acceleration is not transmitted
uniformly through the joint.
b. The angular displacement of the driven yoke during one revolution lags
and leads the driving yoke twice during one revolution.
c. The maximum instantaneous angular acceleration and deceleration of
the driven yoke occurs when the angular velocity of the driven yoke is
same as the driving yoke.
Equation of motion:-
tanβ1 = cosϴ* tanβ …………….. (1)
Where β = angle of rotation of driving yoke from the position of where it
is normal or perpendicular to the plane of joint angle.
β1= angle of rotation of driven yoke
ϴ = joint angle
On mathematical treatment of (1), we obtain the expression
ω1 = ω cosϴ / (1- sin2βsin2ϴ) ………………….. (2)
The output angular acceleration can be computed from the following expression
obtained by differentiation of (2)
α1= ω2cosϴsin2ϴsin2β/ (1-sin2ϴsin2β) ………………… (3)
The amplitude of angular vibration resulting from joint is the maximum difference
between β and β1 and is given by
A = arctan(1/cosϴ)1/2 – Arctan(cosϴ)1/2 ……………… (4)
A much simpler expression -which gives approximate result- to calculate amplitude of
vibrations for practical application is
A = ϴ2/4 ………………. (5)
The effect of rotational speed and joint angle on acceleration is expressed by the
fig below. The constant acceleration curve in the fig gives the following
relationship:-
A. Angular acceleration is proportional to angular velocity squared for a given
joint angle.
B. Angular acceleration is proportional to joint angle squared for a given
angular velocity.
C. If joint times the angular velocity is constant, then angular acceleration is
constant.
Therefore the approximate result for torsional vibration (excitation) is:-
2 2
α1(max) = ϴ ω

The secondary couple in the plane of driving yoke is:

C = T tanϴ cosβ ………………………... (7)

Cmax = T tanϴ …………………………. (8)

In the plane of driven yoke, the secondary couple is:
C1 = T sinϴ sinβ (1+tan2ϴ tan2β) …………… (9)
C1max = T sinϴ …………… (10)
Torsional Equivalent Angle:-
d1 D2

D1 Plan View of the Joint

Ꝋ1 d1

Ꝋ2
Side View
Parallel Or Zero Degree Phasing
d1 d2

Plan View of the Joint

D1
Ꝋ1
D2
Ꝋ2
Side View
Inclined Phasing of Joint
From the fig. we can observe that the driving yoke D1of joint1 lies in the plane of
its joint angle at the same instant that the driving yoke D2 of joint2 lies
perpendicular to the plane of joint angle. Here, the yokes of the drive shafts are in
parallel phasing. Hence, phase angle is the relative rotational position of the joint
yokes on a driveshaft.
2 2
ϴres. = (ϴ
1 2
- ϴ 2) ……………………….. (11)
ϴres. Is the torsional equivalent angle.
If the yokes D1 and D2 on the connecting shaft are crossed phased, then torsional
equivalent angle is given by
2 2
ϴres. = (ϴ
1
+ ϴ 2)
2
……………………… (12)

The same solution applies to n number of joints and the result can be verified by
2 2 2 2
vector
n 1
representation.
2 n
ϴ = ϴ ±ϴ ±…………±ϴ ……………….. (13)

When a three-joint driveline is considered, four principal phase relationships can

exist if three joint angles lie in a common plane. A principal phase condition is one
where the yokes of the two intermediate shafts are either parallel or crossed.
A. Parallel – Parallel Configuration

B. Crossed – Parallel Configuration

C. Parallel – Crossed Configuration

D. Crossed – Crossed Configuration

Phasing Arrangement Residual Joint Angle

Parallel – Parallel (Ꝋ1^2 - Ꝋ2^2 + Ꝋ3^2)^(1/2)

Crossed – Parallel (Ꝋ1^2 + Ꝋ2^2 - Ꝋ3^2)^(1/2)

Parallel – Crossed (Ꝋ1^2 - Ꝋ2^2 - Ꝋ3^2)^(1/2)

Crossed – Crossed (Ꝋ1^2 + Ꝋ2^2 + Ꝋ3^2)^(1/2)

Inertia Equivalent Angle:-

For calculation of inertia drive angle in a two-joint, three-joint or multi-joint
system, equations for inertia equivalent angle is established by working from each
end of the drive shaft.
Inertia drive equivalent angle is the joint angle of a single joint which will produce
the same maximum acceleration as the maximum of sum of acceleration of all
but the last joint in the driveline.
Inertia coast equivalent angle is the joint angle of a single joint which will produce
the same maximum acceleration as the maximum of sum of acceleration of all
but the first joint in the driveline.
In a system having n number of joints in series, the general solution of the inertia
drive equivalent angle is expressed as
ϴd 2 = (n-1)
1
ϴ 2 ±2 (n-2) ϴ 2±…………………±
n
(n-n) ϴ 2 ………… (14)
Similarly, inertia coast equivalent angle is expressed as:
ϴc2= (n-1) ϴ 2 ± (n-2)
n
ϴ 2n-1± …………..± (n-n)
1
ϴ 2 ……………… (15)
The above equations must be added by vector method (on the basis of phasing
arrangement).

Secondary Couple Forces:-

When a cardan joint transmits a torque at certain angle, an oscillating bending
moment is produced by this change in direction only. This bending moment,
which is a function of torque and joint angle only, is called a secondary couple to
distinguish it from primary or torque transmitting couple. It differs from the latter
in the sense that it acts in the axial plane of the driving and driven member yokes,
is transferred into any connecting shaft member, and is reacted by supporting
bearings.
2. Inertia Excitation:-
It is produced by oscillating torque loads resulting from driveshaft inertia being accelerated
through non-uniform motion. This condition exists in any driveshaft operating at an angle
and exists even when torsional vibration is eliminated by proper yoke phasing. It limits size
of the maximum joint angle in any installation. For car and light-duty trucks, the acceptable
value has been found to be 1000rad/s/s in any continuous operating condition. When the
driveshaft inertia is relatively small, as is the case often in many multi-piece truck driveline
systems, the maximum acceleration can be increased up to 2000rad/s/s.
Inertia excitation produces disturbances usually in unloaded or very light load
drive conditions. It often shows up during float down condition. Under these light
load conditions, components in the driveline are allowed to reverse and clatter
through their backlash and clearance limits.

Shaft Support Bearing Design:-

In driveline, arrangement with three or more universal joints, the driveline must
be supported at one or more intermediate points, in addition to the end
supports. Such devices are called shaft support bearings. In vehicle driveline
systems, these support bearings must also be of special design in order to reduce
to an acceptable level the transmission of the driveline disturbances to the frame
or body structure and passenger compartment. This important function is in
addition to that of supporting the driveline weight and resisting the forces
resulting from the maximum applied torque.
 Steps Involved in the Design of Propeller Shaft

1. A reference vehicle i.e. a vehicle already in production was selected as a starting

point.
2. The installation of out-trigger in the reference vehicle resulted into the change
in the body length, the suspension type and its fitment on the vehicle, thereby,
affecting the length of propeller shaft , joint angle and its related parameters.
3. In the Cad Model, the propeller shaft layout was made according to the fitment
conditions of the suspension system.
4. The angle in side view and top view were measured in different suspension
conditions (on the basis of articulation of spring based on spring stiffness)
5. On the basis of lengths and joint angles recorded in the previous step, a installed
length, based on the maximum and minimum length of the shaft, is calculated.
6. Closed length, based on the slip in the respective shaft series is computed.
7. The closed length so obtained is the designed length shared with the suppliers
for prototypes.
CALCULATIONS:-
Validation:-
The propeller shaft for the vehicle has been designed and the required
data has been shared with two suppliers.
Before supplying the prototypes, the shafts will be installed on the rigs &
will be put on test for various aggregates failure mode analysis.

There is a standard procedure for performing the test :-

Sr. No Test Description Test Specification Acceptance Criteria
1 Dimensional report As per dwg. As per dwg.
No failure for the given
Torque – XXXX Nm
test cycle. Glide
Speed – XXXX RPM
Duty cycle coating should not
2 Angle – X deg.
show any sign of
XXXX hrs
peeling / wear.
Torque : +/- XXXX Nm reversing
3 Torsional Fatigue sinusoidal cycles B-10 Life – X cycles.
Frequency: 1 – 3 Hz
 No failure or
Torque: XXXX Nm/ failure
4 Static Wind Up Test deformation at
@ 6-12 deg/min
given torque.
No red rust to be
5 Salt Spray test As per ASTM B117
after XXX hrs min.
No sign of excessive
Sliding joint Spline Torsional load - +- XXX N-m @ 0.205 Hz
6 wear and noise
wear test Stroke - +/- 12.7 mm @ 0.4016 Hz
related issue
Test Cycle No seepage of dirt,
water through the
Condition
Step Time (min) Temp RPM seal
Wet
1st 20 Amb 100

Dry
2nd 20 80°C 100

Wet
3rd 20 Amb 1000

Dry
Mud bath test- UJ 4th 60 80°C 1000
7 Kit
Jet spray method
Joint Angle : xx
Total Hrs – xx.
Composition of Slurry :
1.4 kg of Arizona dust & 2kg of salt in 38 ltr. of water.
After the test, shaft to be subjected to Torsional fatigue test as per
S.no.2 up to failure.
 Shaft Speed: xxxrpm
No seepage of dirt,
No of Hrs.: xxHr.
Mud bath test UJ water through the seal.
Test Cycles:
Kit Torsional fatigue is done
8 A) XX min in mud slurry.
(In Mud slurry as a part of Data
B) XX min in dry @ 90°C
Chamber) generation & to be done
After the test, shaft to be subjected to Torsional
on one sample.
fatigue test as per S.no.2 up to failure.

Shaft Speed: XXX rpm

No of Hrs.: XX
Mud bath test - Test Cycles:
Center bearing A) X hrs wet No seepage of dirt,
9
Kit B) X hrs dry @ 60°C water through the seal
Jet spray method 1.4 kg of Arizona dust & 2kg of salt in 38 ltr. of water. inside the bearing area.
Flow rate 2 lit/min.
Nozzle position before & after center bearing.

There should not be

Shaft speed: XXXX rpm abnormal noise or failure
Centre Bearing
10 Added Imbalance: XX gm -cm of rubber housing /
Run Test
Duration: XX hrs. center bearing during
the test.
 There should be no fouling of
Vehicle Fitment As per MET/ TEST / propeller shaft with other
11
Trial WI / 024 components in vehicle operating
condition.
As per ERC ODT
12 Vehicle level test As per ERC ODT std.
standard

After the test on the rig, the green report is generated which gives the go-ahead
for the design . In case of any discrepancies, the design parameters will be
modified accordingly.
References:-
1. P.J. Mazziotti. Dynamic characteristics of Truck Driveline Systems. SAE Paper SP-262.
1964.
2. P.J. Mazziotti. “Universal Joins And propeller Shafts.” Dana Corporation Bulletin J-
1371, Oct.15, 1954
3. R.R. Burkhalter & P.J. Mazziotti, The Low Silhouette Drive line, SAE Paper 691,1956
4. M.C. Kaye, Some Aspects of the Truck Drive Train Vibration problem, SAE Paper 402A,
1961
5. H.R. Pickford, “Hints On How to reduce Truck Drive Train vibrations”, SAE Journal,
April 1962
6. C.E Cooney, Design And Application of Universal Joints For Off-Highway Vehicles,
SAE paper 650681, 1965
7. H.O. Fuchs, Notes on Universal Joints, Product Study, GMC, October6, 1939
8. Method of Minimizing Couple forces at centre bearing Support of three joint
Propeller Shaft, Engineering Shaft, GMC, 1956
9. J.A. Kayser, Drivelines For Heavy Equipment, SAE Paper 403A, 1961
10.W. Ker Wilson, “Practical Solutions of torsional vibration problems,” Amplitude
Calculations. Vol. 2, London: Chapman and hall Ltd., 1963,pp. 299-308
11.S. Timoshenko, “Strength Of materials, Part II”, 3rd edition New Jersy: D. Van
Nostrand Co., Inc.,1965