Chapter-4 PTD New

Chapter-4
Design of
Drive lines
 Differential and
Road Wheel drives
Drive Shafts
A drive shaft is a rotating shaft that :
transmits power from the engine to the deferential gear of a

wheel vehicle.
must operate through constantly changing angles between the

transmission and axle.
 used by the Society of Automotive Engineers (SAE)

to describe the shaft between the transmission and the
rear axle assembly on a rear-wheel-drive vehicle
 used to transmits engine torque from the
transmission to the rear drive wheels.
Propeller Shaft
Is a tubular –section normally used because it has:
i. Low weight
ii. Provides larger resistance to misalignment, especially sag
iii. Has good torsional strength
iv. Provides low resistance(low inertia) to change in angular speed
The Requirements of Drive Shaft
 Drive shaft line assembly must perform the following:
Send turning power from the transmission to the rear axle
assembly.
Flex and allow up-and-down movement of the rear axle
assembly.
Provide a sliding action to adjust for changes in drive line
length.
Provide a smooth power transfer.
Light weight and strong enough.
DESIGN OF PROPELLER SHAFT
Mathematical analysis:
The shafts are usually cylindrical in section solid or hollow.
They are made of mild steel, alloys of steel, copper and now days of
composite materials.
The shaft may be subjected to Torsional, Bending, Axial load and
Combination of the three loads above.
Shafts Subjected to Twisting Moment Only
When the shaft is subjected to a twisting moment

(or torque) only, then the diameter of the shaft
may be obtained by using the torsion equation.
We know that
Shafts Subjected to Bending Moment Only
When the shaft is subjected to a bending moment only, then the
maximum stress (tensile or compressive) is given by the bending
equation. We know that
Shafts Subjected to Combined Twisting Moment and Bending
Moment
When the shaft is subjected to combined twisting moment and
bending moment, then the shaft must be designed on the basis of the
two moments simultaneously. The following two theories are
important from the subject point of view :
1. Maximum shear stress theory or Guest's theory. It is used for
ductile materials such as mild steel.
2. Maximum normal stress theory or Rankine’s theory. It is used for
brittle materials such as cast iron.
Shafts Subjected to Axial Load in addition to Combined Torsion
and Bending Loads
When the shaft is subjected to an axial load (F) in addition to torsion
and bending loads as in propeller shafts of ships and shafts for
driving worm gears, then the stress due to axial load must be added
to the bending stress (σb). We know that bending equation is
Design of Shafts on the basis of Rigidity
Sometimes the shafts are to be designed on the basis of rigidity.
Critical speed of propeller shaft
Rotating shafts become dynamically unstable at certain speeds and
large vibration is likely to develop. The speed at which this
phenomenon occurs is called a critical speed.
Propeller shafts are designed that the calculated critical speed is about
60% higher than the engine speed at maximum power.
60 𝜋2 𝐸𝐼
𝑁𝐶 = × × Where
2𝜋 𝐿2 𝜌𝐴
𝜋
I=moment of inertia= [(do )4 − (di )4 ] , A= cross-sectional
64
𝜋
area= [do 2 -di 2
4
L=length of shaft , g= acceleration due to gravity =9.81
m/s2 =9810mm/s2
E=modulus of elasticity for steel=207× 109 N/m2 =207× 103 N/𝑚m2
𝜌 = 𝑑𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝑠𝑡𝑒𝑒𝑙=7600Kg/m3 =7.6 × 10−6 Kg/ 𝑚m3 then
 Propeller shafts can also be designed for a given torque rating,
which is the torque required to stress them to the elastic limit.
If Te= The engine torque
G= the overall gear ratio
Tt= The torque to be transmitted by propeller shaft
Td = The design torque for shaft
fs = The safe shear stress , N/m3
Ip = The polar moment of the inertia of shaft section
y= do/2
Tt = TeG and Td/Ip =fs/y
Td =fs (Ip/y)
Td= Tt. Factor of safety , F.S =3
Universal joints
Importance of U-Joint
To transmit torque between 2
shafts when they are connected
at an angle.
 So, the reason why universal
joint required is
the transmission and the rear axle
are generally not at the same center
line. so that the rotations cannot be
transmitted by connecting these
two parts rigidly together with a
single shaft.
Universal Joint
• The input and out put shafts DO NOT rotate at a constant velocity
nor are they vibration free
• Speed fluctuation that depends on inclination angle
Universal Joint
Cos  A
Min   A Cos 
NB
  Max 
N A 1  Cos 2 Sin 2 Cos
Max fluctuation   2
A A
 B Max 
Cos
 B min   ACos
B
Constant velocity
• Speed variation with inclination can
produce
– shaft inertia excitation
– Vibration, wear, & noise
The vibration or maximum fluctuation in speed of the

driven shaft can be decrease by
 Having a mass ( a sort of fly wheel) on the driven shaft
 Double Hook Joint
 B/n driving and driven shafts an intermediate shaft
with a hook joints at each end (Phasing of U-Joint)
Universal Joint
• Double Hook Joint
PHASING OF U-JOINTS
• To cancel this vibration, the shaft should have two joints and
equal and slight angles to each other
• If the driving, intermediate & drive shaft at the same time rotate
through angle θ &α
For shaft A & C C

 Intermediate Shaft 
tan  A  tan c Cos A B
For shaft B & C
tan  B  tan C Cos tan  A  tan  B
 A  B
 A  B
Differential
Introduction
is driven by the final drive
located between the two axles
permits one axle to turn at different speed from that of the other.
The variations in axle speed are necessary when a vehicle
rounds a corner.
Need for differential
Transmit torque from drive shaft to drive axles and rear
wheels
Transmit torque at a 90 degree angle
Provides gear reduction b/n the drive pinion and drive axles.
Supports the Chassis, drive axles, and differentials
Provides the means to attach the suspension system brake
assemblies, and drive wheels
Basic Construction of The Differential Gear Unit
• Power Flow
– Crankshaft rotation
– propeller shaft
– drive pinion
– ring gear
– differential case
– differential pinion
– Side (Sun) gears
– axle shaft
– wheel
Differential Action/Principle
Straight Ahead Travel
The rolling resistances of the two drive
wheels are almost identical when the
vehicle is traveling straight ahead on a level
road
Therefore, both side gears move equally
with the revolution of the differential
pinions
all components rotating as one unit
differential pinions themselves do not
rotate but turn as a unit with the ring gear,
differential case and pinion shafts
the differential pinions only function to
connect the right and left side gears
 Turning corners
The inside wheel travels less distance (i.e., in a shorter arc)
than the outside wheel in comparison with when the vehicle is
traveling in a straight line
 Since a resistance is therefore applied to the left-hand side gear,
as illustrated below, each differential pinion rotates around its
own shaft and also revolves around the rear axle
Rpm of Ring Gear 

rpm of RH Drive Wheel   rpm of LH Drive wheel 
2
Design of Rear Axle
Introduction
•Vehicle with non-independent rear suspension uses either a dead
or a live axle.
•The dead axle only supports the weight of the vehicle, but live
axle besides is used to transmit power.
Axle Shafts and Hub Arrangements
•Axle shaft transmits drive from the differential sun wheel to the
rear wheel.
•various types of shafts may be compared based on the stresses
they resist.
A simple automobile shaft has subjected to:
•Torsional stress due to driving and braking torque,
•Shear and bending stresses due to the weight of the vehicle, and
•Tensile and compressive stresses due to cornering forces.
Types of axle shafts
a. three-quarter floating type:
a single bearing is installed b/n the axle housing and the hub,
the wheel is fitted directly to the shaft.
Vehicle weight is supported by the housing.
b. Fully floating type:
 bearings are placed b/n the axle housing and the wheel hub, and
the wheel is fitted to the wheel hub.
This type is often used with trucks since it supports heavy loads
well.
c. semi-floating type:
bearings are installed b/n the axle housing and the axle shaft,
the wheel is fitted directly to the shaft.
Calculation of stress of axle shaft and housing
a. axle shaft
Out board bearing (M) = l

 The Two bending moments on the shaft at the out board
bearing, are
a. A vertical bending moment and
b. Horizontal bending moments.
b. Axle Housing
As discussed in the case of axle shafts, the

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Chapter-4

transmits power from the engine to the deferential gear of a

must operate through constantly changing angles between the

 used by the Society of Automotive Engineers (SAE)

When the shaft is subjected to a twisting moment

The vibration or maximum fluctuation in speed of the

For shaft A & C C

Rpm of Ring Gear 

Out board bearing (M) = l

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