CHAPTER-1

INTRODUCTION

1.1 DRIVE SHAFT:

A driveshaft or driving shaft is a device that transfers power from the engine

to the point where work is applied. In the case of automobiles, the drive shaft

transfers engine torque to the drive axle, which connects the two wheels together

on opposite sides and with which they turn. The driveshaft is also sometimes called

propeller shaft. Drive shafts are essentially carriers of torque. Before they became a

vogue, older automobiles used chain drive and even generators to transmit power

to the wheels. Drive shaft today, however, has U-joints, devices which help them

to move up and down during suspension. Some drive shafts also have another kind

of joint, called slip joints, which allow them to adjust their lengths to the

movement of the suspension. Adjustments aside, drive shafts are of different

lengths depending on their use. Long shafts are used in front-engine, rear-drive

vehicles while shorter ones are used when power must be sent from a central

differential, transmission, or transaxle. Because of the load they Carrie, driveshaft

must be strong enough to bear the stress that is required in the transmission of

power.

1
TYPES OF DRIVE SHAFTS:

There are different types of drive shafts in Automobile Industry

1. One-piece driveshaft

2. Two-piece driveshaft

3. Slip in Tube driveshaft

UNIVERSAL JOINT: A universal joint sometimes called carden joint, allows the

drive to be transmitted through a variable angle.

1.2 CONSTANT VELOCITY (CV) JOINT:

CV joint accommodates angular changes more effectively between ends of

one-piece drive shaft. For front wheel drive systems, the short distance between

wheel hubs and final drive housing. Combined with a large movement of wheel

due to suspension deflection and steering angle i.e., maximum drive angle of

universal joints are great. A CV joint at each end of drive shaft meets the angle

requirement.
 Fig.1.1: One-piece drive shaft

Fig.1.2: One-piece drive shaft in vehicle

1.3 VON-MISES STRESS AND VON-MISES THEORY
THEORIES OF FAILURE:
Determining the expected mode of failure is an important first step in

analyzing a part design. The failure mode will be influenced by the nature of load,

the expected response of the material and the geometry and constraints. In an

engineering sense, failure may be defined as the occurrence of any event

considered to be unacceptable on the basis of part performance. The modes of

failure considered here are related to mechanical loads and structural analysis. A

failure may include either an unacceptable response to a temporary load involving

no permanent damage to the part or an acceptable response which does involve

permanent, and sometimes catastrophic, damage. The purpose of theories of failure

is to predict what combination of principal stresses will result in failure. There are

number of theories to describe failure criteria, of them these are the widely

accepted theories.

Octahedral or distortion energy theory (von mises-hencky)

σ1²+σ2²+σ3²-σ1σ2-σ2σ3-σ3σ1 = σy². According to this theory failure is

assumed to take place when the maximum shear strain energy exceeds the shear
strain energy in a simple tensile test. This is very much valid for ductile material;
in this the energy which is actually responsible for the distortion is taken into
consideration.
1.4 FACTOR OF SAFETY
Design stress:

A machine part when subjected to maximum permissible stress is large

enough to prevent failures during unfavorable conditions.

Ultimate strength:

It is defined as the maximum stress a material can withstand when being

stretched before failing or breaking.

Factor of safety is defined as the ratio of material strength and allowable

stress. Material strength includes ultimate strength, or yield strength or endurance
strength. For brittle materials having static load, factor of safety is the ratio of
ultimate strength and design stress. For ductile materials having static load, factor
of safety is the ratio of yield strength and design stress.
 CHAPTER II
LITERATURE REVIEW

ANUPAM SINGHAL, R. K. MANDLOI: have published an entitled on “Failure

Analysis of Automotive FWD Flexible Drive Shaft”. According to this, Drive

shafts are carriers of torque. They are subject to torsion and shear stress, equivalent

to the difference between the input torque and the load. They must therefore be

strong enough to bear the stress, whilst avoiding too much additional weight as that

would in turn increase their inertia.

D.DINESH, F.ANAND RAJU: have written a title on “Optimum Design and

Analysis of a Composite Drive Shaft for an Automobile by Using Genetic

Algorithm and Ansys”. In this title 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 two- piece steel drive shafts with a single-piece e-glass/epoxy,

high strength carbon/epoxy and high modulus carbon/epoxy composite drive shaft

for an automotive application.

BHIRUD PANKAJ PRAKASH, BIMLESH KUMAR SINHA: has published a

journal on “ANALYSIS OF DRIVE SHAFT”. This paper includes 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.

V. S. BHAJANTRI, S. C. BAJANTRI, A. M. SHINDOLKAR, and S. S.

AMARAPURE: have written a paper on “DESIGN AND ANALYSIS OF

COMPOSITE DRIVE SHAFT”. This paper presents that substituting composite

structures for conventional metallic structures has much advantage because of

higher specific stiffness and strength of composite materials. Composite materials

have been widely used to improve the performance of various types of structures.

Compared to conventional materials, the main advantages of composites are their

superior stiffness to mass ratio as well as high strength to weight ratio.

SAGAR R DHARMADHIKARI, 1 SACHIN G MAHAKALKAR, 2 JAYANT

P GIRI, 3 NILESH D KHUTAFALE: submitted a paper on ““Design and

Analysis of Composite Drive Shaft using ANSYS and Genetic Algorithm”. This

paper presents Drive shaft is the main component of drive system of an

automobile. Use of conventional steel for manufacturing of drive shaft has many

disadvantages such as low specific stiffness and strength. Conventional drive shaft
is made up into two
parts to increase its fundamental natural bending frequency. Two piece drive shaft

increases the weight of drive shaft which is not desirable in today‟s market. Many

methods are available at present for the design optimization of structural systems

and these methods based on mathematical programming techniques involving

gradient search and direct search. These methods assume that the design variables

are continuous. But in practical structural engineering optimization, almost all the

design variables are discrete. This is due to the availability of components in

standard sizes and constraints due to construction and manufacturing practices.

KIRAN A. JAGTAP, PROF. P. M. SONAWANA: has published a paper on

“Design and Analysis of Drive Shaft for heavy duty truck”. In automobiles the

drive shaft is used for the transmission of motion from the engine from the

differential. An automotive propeller shaft, or drive shaft, transmits power from the

engine to differential gears of rear wheel driving vehicle. The power from

transmission shaft should be transmitted to the rear axle of the vehicle. The axis of

the transmission and the connecting member of rear axle are at an angle, which

changes with the variation on load or the road condition. To facilitate the power

transmission at a variable angle a propeller shaft is used. With respect to the

geometrical construction the propeller shafts are categorized into single-piece, two-

piece and three-piece propeller shaft. In case of two or multi stage propeller shaft

length of the rear propeller shaft is subjected to variation while the remaining
propeller shafts are rigid members i.e. do not change in length. The variation in the

length of rear propeller shaft is allowed using a splined shaft. Generally length of

the propeller shaft is decided after freezing the remaining aggregates.

 CHAPTER-III

PROBLEM DEFINITION AND METHODOLOGY

3.1. Objective:

The power train of vehicle have several parts in which propeller shaft is

heart of transmission which encounter unfortunate obstacles called failures. This

damage is due to several faults, the main reason is material and its manufacturing

and maintenance. Early automobiles often used chain drive or belt drive

mechanisms rather than a drive shaft. Some used electrical generators and motors

to transmit power to the wheels. Hence now it is challenging to design the drive

shaft for an automobile with objective weight deduction by no increase in cost to

increase transmission of power produced by engine. Hence material selection is

one of the important issues for transmitting variable torque to wheels with different

road conditions. In this comparative has been made in analysis of shafts with

material differ which leads to weight deduction by analyzing in static structural and

modal analysis to calculate vibrations in shaft.

3.2 Problem definition:

In Front wheel drive (FWD) car, maximum power is transmitted through drive

shaft. This power transmission mainly depends on size of drive shaft. The drive

shaft is subjected to torsional stresses and bending stresses. To achieve more

reliability, less cost and high quality, the drive shaft should be with less weight
and more strength
and stiffness. Because of this reason weight optimization of front wheel drive shaft

plays a major role in achieving these major goals like less cost, high quality and

reliability. Composite materials are play major role in optimization of weight of

shaft.

3.3 Methodology:

1. Design of one-piece drive shaft was done through CREO 2.0 software.

2. Designed one-piece drive shaft was imported in Ansys software.

3. Finite element analysis of one-piece drive shaft was done in Ansys software.

4. Performance analysis of drive shaft pass through Ansys software with structural
steel material.

5. A transient, model analysis of drive shaft is done with the help of Ansys
software for structural steel material.

6. Results obtained from the analysis are tabulated and the best material is
proposed based on the weight to strength ratio.
3.4 SELECTION OF MATERIAL

3.4.1 STRUCTURAL STEEL:

Structural steel is a category of steel used for making construction materials in a

variety of shapes. Many structural steel shapes take the form of an elongated beam

having a profile of a specific cross section. Structural steel shapes, sizes, chemical

composition, mechanical properties such as strengths, storage practices, etc., are

regulated by standards in most industrialized countries.

Most structural steel shapes, such as I-beams, have high second moments of area,

which means they are very stiff in respect to their cross-sectional area and thus can

support a high load without excessive sagging.

Structural steel

 Characteristics - Structural steel differs from concrete in its attributed

compressive strength as well as tensile strength.

 Strength - Having high strength, stiffness, toughness, and ductile properties,

structural steel is one of the most commonly used materials in commercial and

industrial building construction.

 Constructability - Structural steel can be developed into nearly any shape,

which are either bolted or welded together in construction. Structural steel can

be erected as soon as the materials are delivered on site, whereas concrete must

be
 cured at least 1–2 weeks after pouring before construction can continue, making

steel a schedule-friendly construction material.

Fire resistance - Steel is inherently a noncombustible material. However, when

heated to temperatures seen in a fire scenario, the strength and stiffness of the

material is significantly reduced. The International Building Code requires steel

 Be enveloped in sufficient fire-resistant materials, increasing overall cost of

steel structure buildings.

 Corrosion - Steel, when in contact with water, can corrode, creating a

potentially dangerous structure. Measures must be taken in structural steel

construction to prevent any lifetime corrosion. The steel can be painted,

providing water resistance. Also, the fire resistance material used to envelope

steel is commonly water resistant.

 Mold - Steel provides a less suitable surface environment for mold to grow than

wood.

The tallest structures today (commonly called "skyscrapers" or high-rise) are

constructed using structural steel due to its constructability, as well as its high

strength-to-weight ratio. In comparison, concrete, while being less dense than steel,

has a much lower strength-to-weight ratio. This is due to the much larger volume

required for a structural concrete member to support the same load; steel, though
denser, does not require as much material to carry a load. However, this advantage

becomes insignificant for low-rise buildings, or those with several stories or less.

Low-rise buildings distribute much smaller loads than high-rise structures, making

concrete the economical choice. This is especially true for simple structures, such

as parking garages, or any building that is a simple, rectilinear shape.

Properties of structural steel:

Table 3.1 Material properties of structural steel

Density 7.85e-006 kg mm^-3

Coefficient of Thermal Expansion 1.2e-005 C^-1

Specific Heat 4.34e+005 mJ kg^-1 C^-1

Thermal Conductivity 6.05e-002 W mm^-1 C^-1

Resistivity 1.7e-004 ohm mm

 CHAPTER IV

MODELING OF DIFFERENTIAL SHAFT

4.1 DESIGN PROCEDURE:

Computer aided design or CAD has very broad meaning and can be

defined as the use of computers in creation, modification, analysis and

optimization of a design. CAE (Computer Aided Engineering) is referred to

computers in engineering analysis like stress/strain, heat transfer, and flow

analysis CAD/CAE is said to have more potential to radically increase

productivity than any development since electricity. CAD/CAE builds quality

form concept to final product. Instead of bringing in quality control during the

final inspection it helps to develop a process in which quality is there through the

life cycle of the product. CAD/CAE can eliminate the need for prototypes. But it

required prototypes can be used to confirm rather predict performance and other

characteristics. CAD/CAE is employed in numerous industries like

manufacturing, automotive, aerospace, casting, mold making, plastic electronics

and other general-purpose industries. CAD/CAE systems can be broadly divided

into low end, mid end and high-end systems.

Low-end systems are those systems which do only 2D modelling and with

only little 3D modelling capabilities. According to industry static‟s 70-80% of

all mechanical designers still uses 2D CAD applications. This may be mainly

due to the high cost of high-end systems and a lack of expertise. Mid-end

systems are actually similar high-end systems with all their design capabilities

with the difference that they are offered at much lower prices. 3D sold

modelling on the PC is burgeoning because of many reasons like affordable

and powerful hardware, strong sound software that offers windows case of use

shortened design and production cycles and smooth integration with

downstream application. More and more designers and engineers are shifting

to mid end system.

4.2 MODELING:

Model is a Representation of an object, a system, or an idea in some form

other than that of the entity itself. Modeling is the process of producing a

model a model is a representation of the construction and working of some

system of interest. A model is similar to but simpler than the system it

represents. One purpose of a model is to enable the analyst to predict the effect

of changes to the system. On the one hand, a model should be a close

approximation to the real system and incorporate most of its salient features.

On the other hand, it should not be so complex that it is impossible to

understand and experiment with it. A
good model is a judicious tradeoff between realism and simplicity. Simulation

practitioners recommend increasing the complexity of a model iteratively. An

important issue in modeling is model validity. Model validation techniques

include simulating the model under known input conditions and comparing

model output with system output. Generally, a model intended for a simulation

study is a mathematical model developed with the help of simulation software.

Software for modeling:

 Solid works

 Creo

 CATIA

 Unigraphics, etc

4.2.1 SOLIDWORKS:
SolidWorks is a 3D mechanical CAD (computer-aided design)

program that runs on Microsoft Windows and is being developed by Dassault

Systèmes SolidWorks Corp., a subsidiary of Dassault Systèmes, S. A. (Vélizy,

France). SolidWorks is currently used by over 1.3 million engineers and

designers at more than 130,000 companies worldwide. FY2009 revenue for

Solid Works High-end CAD/CAE software‟s are for the complete modelling,

analysis and manufacturing of products. High-end systems can be visualized as

the brain of concurrent engineering. The design and development of products,

 which took years in the past to complete, is now made in days with the help of

high-end CAD/CAE systems and concurrent engineering.

4.2.2 ANSYS:
ANSYS is the usually preferred analysis software package because of its

functionality. In this interface, you can apply forces, pressures, torques, etc on

the models and see how the stresses develop.

The ANSYS Workbench platform is the framework upon which the

industry‟s broadest and deepest suite of advanced engineering simulation

technology is built. An innovative project schematic view ties together the entire

simulation process, guiding the user through even complex multi physics analyses

with drag-and-drop simplicity. With bi-directional CAD connectivity, an

automated project level update mechanism, pervasive parameter management and

Integrated optimization tools, the ANSYS Workbench Platform delivers

unprecedented productivity, enabling simulation driven product development.

But whatever it is always remember: anyone can learn ANSYS workbench

and use it to analyses structures it not at all a big deal always remember to study

the FEA theory very well before you start to use ansys. the reason is that in many

real case scenarios, the ansys always gives some result or the other never 100%

accurate and its generally impossible to find out how correct/incorrect the results

but FEA engineers know how to mesh their models and how to configure the
solver in order
to get accurate results most of the time hence always understand the FEM before

blindly doing the analysis on ansys, better interpret the results.

CREO 2.0:
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 SolidWorks. The Creo suite of apps

replace and supersede PTC’s products formerly known as Pro/ENGINEER, Co

Create, 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.
4.3 FINITE ELEMENT METHOD:

The Finite Element Method (FEM) is a reliable numerical technique for

analyzing engineering designs. FEM replaces a complex problem with many

simple problems. It divides the model into many small pieces of simple shapes

called elements.

Elements share common points called nodes. The behavior of these elements

is well-known under all possible support and load scenarios. The motion of each

node is fully described by translations in the X, Y, and Z directions. These are

called degrees of freedom (DOFs). Analysis using FEM is called Finite Element

Analysis (FEA).

Ansys formulates the equations governing the behavior of each element

taking into consideration its connectivity to other elements. These equations relate

the displacements to known material properties, restraints, and loads.

Next, the program organizes the equations into a large set of simultaneous

algebraic equations. The solver finds the displacements in the X, Y, and Z

directions at each node. Using the displacements, the program calculates the strains

in various directions. Finally, the program uses mathematical expressions to

calculate stresses. Finite element proceeds at present very widely used in the

engineering analysis. The procedures are employed extensively in the analysis of

solids structure has
transferred and finite element methods are useful in virtually every field at

engineering analysis.

The finite element method is a numerical analysis technique for obtaining

approximately solution to varieties of engineering in the finite element analysis

actual continuum or body of the matter like solid, liquid or gas is represented as an

assemblage of sub division called finite element. These finite elements of field

variable inside the finite element can approximately by the single function.

The approximately functions are defined in terms of the values of the field

variable of the nodes by solving the solid variables the total values of the field

variable of the nodes by solving the solid variables the total values of the nodes by

soling the solid variables the total values of the field variable can be found out.

4.3.1 STEPS IN FEA:

 Definitions of the problem and its domain.

 Discretization of the domain the continuum.

 Identification of state variable.

 Formulation of the problem.

 Establishing coordinate system.

 Constructing approximate functions for the elements.

 Obtaining element matrix and equation.

 Coordinate transformation.
 Assembly of element equations.

 Introduction of the final set of simultaneous equation.

 Interpretations of the results.

4.3.2 BASIC COMPONENTS OF FEA:

 Pre-processor
 Solution
 Post processor
 General post processor

4.3.3 ADVANTAGES OF FEA:


Applicable to any field problem such as heal transfer stress analysis,
magnetic field etc.

There is no matrix restriction.


Approximately it is easily improved by grading the mesh so that more
elements appear where field gradients are high and more resolution is
required.


Compounds that have different behavior and different mathematical
description can be solved.


FEA structure closely resembles closely the actual body or region to be
analyzed.
4.3.4 USES OF FEA:
 Structural analysis

 Heat transfer analysis

 Fluid flow analysis

 Mass transport
 CHAPTER V

RESULT AND DISCUSSIN

5.1 ANALYSIS OF DRIVE SHAFT

Assumptions the shaft rotates at a constant speed about its longitudinal

axis. The shaft has a uniform, circular cross section. The shaft is perfectly

balanced. Hexa Mesh is made for better result and 20000 elements made with

fine mesh size. The regular FEA procedure is followed and obtained results were

plotted and compared.

5.2 STRUCTURAL ANAYSIS OF STRUCTURAL STEEL DRIVE SHAFT:

5.2.1 Specify Element Type & Material Properties:

Next, the material properties are defined. In an elastic analysis of an

isotropic solid these consist of the Young's modulus and the Poisson's ratio of the

material.

5.2.2 Mesh the Object:

Then, the structure is broken (or meshed) into small elements. This involves

defining the types of elements into which the structure will be broken, as well as

specifying how the structure will be subdivided into elements (how it will be
meshed). This subdivision into elements can either be input by the user or, with

some
finite element programs (or add-ons) can be chosen automatically by the computer

based on the geometry of the structure (this is called auto meshing).

5.2.3 Apply Boundary Conditions & External Loads:

Next, the boundary conditions (e.g. location of supports) and the external

loads are specified.

5.2.4 Generate Solution:

Then the solution is generated based on the previously input parameters.

5.2.5 Post -Processing:
Based on the initial conditions and applied loads, data is returned after a

solution is processed. This data can be viewed in a variety of graphs and displays.

5.2.6 Refine the Mesh:

Finite element methods are approximate methods and, in general, the

accuracy of the approximation increases with the number of elements used. The

number of elements needed for an accurate model depends on the problem and the

specific results to be extracted from it.

Thus, in order to judge the accuracy of results from a single finite element

run, you need to increase the number of elements in the object and see if or how

the results change.

5.2.7 Interpreting Result:

This step is perhaps the most critical step in the entire analysis because it

requires that the modeller use his or her fundamental knowledge of mechanics to

interpret and understand the output of the model. This is critical for applying

correct results to solve real engineering problems and in identifying when

modelling mistakes have been made (which can easily occur)

TABLE 5.1 MATERIAL PROPERTIES OF STRUCTURAL STEEL

Density 7.85e-006 kg mm^-3

Coefficient of Thermal Expansion 1.2e-005 C^-1

Specific Heat 4.34e+005 mJ kg^-1 C^-1

Thermal Conductivity 6.05e-002 W mm^-1 C^-1

Resistivity 1.7e-004 ohm mm

Poisson's Ratio 0.3

Compressive Yield Strength MPa 250

 TABLE 5.2 ANSYS SIMULATION

Model (B3) > Geometry > Parts

Object Name PRT0001
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Suppressed No
Stiffness Behavior Flexible
Coordinate System Default Coordinate System
Reference Temperature By Environment
Material
Assignment Structural Steel
Nonlinear Effects Yes
Thermal Strain Effects Yes
Bounding Box
Length X 894.5 mm
Length Y 110. mm
Length Z 110. mm
Properties
Volume 1.8207e+006 mm³
Mass 14.292 kg
Centroid X 448.44 mm
Centroid Y -5.7754e-005 mm
Centroid Z -4.016e-002 mm
Moment of Inertia Ip1 20058 kg·mm²
Moment of Inertia Ip2 1.5059e+006 kg·mm²
Moment of Inertia Ip3 1.506e+006 kg·mm²
Statistics
Nodes 9383
Elements 4895
Mesh Metric None
5.3 GEOMETRIC MODEL OF DIFFRENTIAL SHAFT

Figure 5.1 geometric view of differential shaft

5.1.4 MESHING USING ANSYS

In preparing the model for analysis, Ansys subdivides the model into many
small tetrahedral pieces called elements that share common points called nodes.
 FIGURE 5.2 mesh model of differential shaft


Red dots represent the element's nodes.

 Elements can have straight or curved edges.


Each node has three unknowns, namely, the translations in the three
global directions.

 The process of subdividing the part into small pieces (elements) is called
meshing. In general, smaller elements give more accurate results but
require more computer resources and time.

 Ansys suggests a global element size and tolerance for meshing. The size
is only an average value, actual element sizes may vary from one
location to another depending on geometry.

It is recommended to use the default settings of meshing for the initial
run. For a more accurate solution, use a smaller element size.

Figure 5.3 transient structural view- at velocity 650 rad/sec

Figure 5.4 transient structural view –at moment 350 N- mm
Figure 5.5 equivalent elastic strain
Figure 5.6 equivalent stress on differential shaft
Figure 5.7 strain energy on differential shaft
Figure 5.8 transient structural differential shaft –at moment
Figure 5.9 directional deformation ( x axis)
Figure 5.10 Directional deformation (y axis)
Figure 5.11 Directional deformation (z axis)
 Figure 5.12 Total deformation (z axis)

RESULT SUMMARY:
Total Deformation 0.0061519mm
Equivalent stress 5.8138MPa
Strain energy 0.14634
 CHAPTER VI

CONCLUSION

Transient structural and model analysis is helpful for understanding and

improving the operating performance of structural steel differential shaft. Transient

structural and model analysis are very important significance for the of the life of

the specific parts. This concept of Transient structural and model analysis is

followed by number of researches for their application. This project provides the

background of alloy propeller shaft Transient structural and model analysis to carry

out further research work in same era. In existing design of Propeller shaft of

vehicle was very weighted so fuel consumption rate is higher. And it’s minimizing

the weight of Propeller shaft through new material selection. And we have applied

all loads on the model of differential shaft with structural steel materials and find

results with the help of analysis software.

 REFERENCES
[1] Vinodh Kumar S, Sampath V and Baskar P, “Analysis of Propeller shaft for
Composite materials “Research Journal of Recent Science, vol 4(9), 9-15Sept-2015
ISSN: 2277-2502.
[2] Amol B. Rindhe, S.R.Wagh, “Evaluation of a composite material Automotive
Drive shaft by using Fem” International Journal of Innovation & Emerging
Research in Engineering, vol -2,Special Issue 1 MEPCON 2015 ISSN: 2394-5494 .
[3] Satyajit S. Dhore, Hredeya Mishra, “Material Optimization and weight
reduction of drive shaft using composite material”, IJARIIE. Vol- 1 Issue-5 2015 ,
ISSN 2395- 4396.
[4] Arun Ravi, “Design,Comparison & Analysis of a composite drive shaft for an
Automobile” International Review of Applied Engineering Research, vol
4/no.1,2014 ISSN: 2248-9967 .
[5] . Parshuram D, Sunil Mangsetty, “Design & Analysis of composite /Hybrid
drive shaft for automotives” The International Journal of Engineering and Science,
vol 2/issue.1, ISSN: 2319-1813.
[6] Harshal Bankar, Viraj Shinde, P. Baskar, “Material optimization & weight
Reduction of Drive shaft using composite material” IOSR Journal of Mechanical &
Civil Engineering, vol-10, Issue-1,pp -39-46.
[7] V.Jose Ananth Vino, Dr. J. Hameed Hussain, “Design And Analysis of
Propeller Shaft”, International Journal of Innovative Research in Science
Engineering & technology, vol. 4, Issue-8, ISSN: 2319-8753.
[8] . Deepti kushwaha 1, Gaurav Saxena2, “Optimal Design And Analysis of
Composite Drive shaft for A Light Commertial Vehicle ”, International Journal of
Advanced E n g i n e e r i n g and Reasearch Devlopment, ISSN: 2348-4470.
[9] Amol B Rindhe and S R Wagh, “Failure Analysis And Evaluation of A
composite material Automotive Drive shaft By Using FEM-A Review”,
International Journal of Mechanical Engineering and Robotics Research, vol. 3,No-
2, ISSN-2278-0149.
[10] Virendra V. Maheta, Anup B. Patel, “Design, Analysis and optimization in
Automobile Drive shaft”, International Journal of Innovative Research in Science
Engineering & technology, vol. 01, Issue12,May 2015 , ISSN-2349-6010.
[11] Naveenkumar Dasanagoudar, Vinayak Koppad, “Numerical Analysis And
Optimization of passenger Car Drive shaft”, International Journal for Research in
Applied Science & Engineering technology (IJRASET)vol. 3, Issue-ix,Sept-2015
ISSN: -2321- 9653