CHAPTER 3

DESIGN CONSIDERATION OF DRIVESHAFT

A shaft is a rotating machine element which is used to transmit power from

one place to another. The power is delivered to the shaft by some tangential force and
the resultant torque (or twisting moment) set up within the shaft permits the power to
be transferred to various machines linked up to the shaft. In order to transfer the
power from one shaft to another, the various members such as pulleys, gears etc., are
mounted on it. These members along with the forces exerted upon them causes the
shaft to bending. In other words, we may say that a shaft is used for the transmission
of torque and bending moment. The various members are mounted on the shaft by
means of keys or splines. The design of shaft consists of determining the correct shaft
diameter from strength and rigidity considerations. In this thesis, the shaft was
designed on the basis of strength. The shafts are usually cylindrical, but may be
square or cross-shaped in section. They are solid in cross-section but sometimes
hollow shafts are also used. An axle, though similar in shape to the shaft, is a
stationary machine element and is used for the transmission of bending moment only.
It simply acts as a support for some rotating body such as hoisting drum, a car wheel
or a rope sheave. A spindle is a short shaft that imparts motion either to a cutting tool
(e.g. drill press spindles) or to a work piece (e.g. lathe spindles).

3.1 Material Used for Shaft

The material used for shafts should have the following properties.
1. It should have high strength.
2. It should have good machinability.
3. It should have low notch sensitivity factor.
4. It should have good heat treatment properties.
5. It should have high wear resistant properties.
The material used for ordinary shafts is carbon steel of grades 40 C 8, 45 C 8,
50 C 4 and 50 C 12. The mechanical properties of these grades of carbon steel are
given in the following table.
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Table 3.1 Mechanical properties of steels used for shafts

Indian standard designation Ultimate tensile strength, Yield strength,
MPa MPa
40 C 8 560 - 670 320
45 C 8 610 - 700 350
50 C 4 640 - 760 370
50 C 12 700 Min 390

When a shaft of high strength is required, then an alloy steel such as nickel,
nickel-chromium or chrome-vanadium steel is used. In this thesis, Aluminum Alloy
AA6061-T6 was used.

3.2 Manufacturing of Shafts and Types of Shafts

Shafts are generally manufactured by hot rolling and finished to size by cold
drawing or turning and grinding. The cold rolled shafts are stronger than hot rolled
shafts but with higher residual stresses. The residual stresses may cause distortion of
the shaft when it is machined, especially when slots or keyways are cut. Shafts of
larger diameter are usually forged and turned to size in a lathe.
The following two types of shafts are important from the subject point of
view.
1. Transmission shafts. These shafts transmit power between the source and
the machines absorbing power. The counter shafts, line shafts, overhead
shafts and all factory shafts are transmission shafts. Since these shafts
carry machine parts such as pulleys, gears etc., therefore they are subjected
to bending in addition to twisting.
2. Machine shafts. These shafts form an integral part of the machine itself.
The crank shaft is an example of machine shaft.

3.3 Stresses in Shafts

The following stresses are induced in the shafts.
1. Shear stresses due to the transmission of torque (i.e. due to torsional load).
2. Bending stresses (tensile or compressive) due to the forces acting upon
machine elements like gears, pulleys etc. as well as due to the weight of
shaft.
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3. Stresses due to combined torsional and bending loads.

3.4 Force Exerted on Shaft by Machine Elements

Gear, belt sheaves, chain sprockets and other element typically carried by
shaft exert forces on the shaft that cause bending moment.

Driven

Fr
Ft

Ft

Fr
Driven

Figure 3.1 Gear force exerted on driver and driven

3.4.1 Helical Gear

Helical gear consists of infinite number of narrow spur gear, thus forming a
cylindrical helix. There is a basic difference between spur and helical gears. While the
teeth of spur gears are cut parallel to the axis of shaft, the teeth of helical gears are cut
in the form of helix on the pitch cylinder.
In helical gears, the contact between meshing teeth begins with a point on the
Driver
leading edge of the tooth and gradually extends along the diagonal line across the
tooth. There is a gradually pick up of load by the tooth, resulting in smooth
engagement and quite operation even at high speed. There are two basic types of
helical gears parallel and crossed.

Driver
 19

M t =¿(9550.kW) / rpm Equation

3.1
Mt
F t=¿ D Equation
2
3.2
F r=¿ F t tan φ
Equation 3.3
F a=¿ F t tan Ψ Equation
3.4
where, M t =¿gear torque
F r=radial force
F t=tangential force∨transmitted force
F a=¿ axial force
Ψ ¿ helix angle
 20

Figure 3.2 Helical Gear

3.4.2 Bevel Gear

Bevel gears are usually used to connect intersecting shafts such as rear wheel
differential. The elements of teeth of straight bevel gears are straight lines which
converge into a common apex point. The involute tooth profile is used for the form of
these teeth, while the teeth of spiral bevel gears are curved. Straight bevel gears are
easy to design and manufacture and give reasonably good service when properly
mounted on shafts. Straight bevel gears create noise at high speed conditions. Spiral
bevel gears are difficult to design and costly to manufacture. Spiral bevel gears have a
smooth teeth engagement which facilitates a quite operation even at high speeds.
 21

Gear
Fr
Gear Fg

Fr
Gear

Fg

Pinion
Gear

Figure 3.3 Bevel Gear

Mt
F t=¿ D Equation
2
3.5
F r = F t tan φ Equation 3.6
F p=F t tanφ sinβ Equation 3.7
F g=F t tanφ cosβ Equation 3.8
where, M t =¿gear torque
F r=radial force
F t=tangential force∨transmitted force
F p= pinionthrust force
F g=gear thrust force
β=cone angle
D=diameter of bevel gear
 22

3.5 Design of Shafts

In designing shafts on the basis of strength, the following cases may be
considered.
1. Shafts subjected to twisting moment or torque only,
2. Shafts subjected to bending moment only,
3. Shafts subjected to combined twisting and bending moments, and
4. Shafts subjected to axial loads in addition to combined torsional and
bending loads.

3.6 Shafts Subjected to Twisting Moment or Torque 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.
T τ
= Equation 3.9
J r
where, T = twisting moment (or torque) acting upon the shaft,
J = polar moment of inertia of the shaft about the axis of rotation,
τ = torsional shear stress, „
r = radius of the shafts
= d / 2; where d is the diameter of the shaft.
For round solid shaft, moment of inertia,
π 4
J= d Equation 3.10
32
The equation (3.9) may now be written as
T τ
=
π d Equation 3.11
32 ×d
4
2
or
π
T= τ d3 Equation 3.12
16
From this equation, the diameter of round solid shaft (d ) can be calculated.
For hollow shaft, polar moment of inertia,
π
J= ( d 4 −d i4 )
32 0
Equation 3.13

where, do = outside diameter of the shaft

di = inside diameter of the shaft
 23

do
r=
2
Substituting these values in equation (3.9),
T τ
=
π do
4 4
32 ×[d o −d i ] 2

π d o4−d i4
T= ×τ[ ] Equation
16 do
3.14
Let K = Ratio of inside diameter and outside diameter of the shaft = di / do
Now the equation (3.14) may be written as

d o4 d i4
π
T= ×τ ×
16 do
1− 4
do [ ]
π
¿ τd 3 ¿) Equation 3.15
16 o
From the equations (3.14) or (3.15), the outside and inside diameter of a hollow shaft
may be determined.
The twisting moment (T) may be obtained by using the following relation.
The power transmitted (in Watts) by the shaft,
2 πNT
Power=¿
60
60× Power
T=
2 πN
Equation 3.16
where, T = twisting moment in N-m, and
N = speed of the engine in rpm

3.7 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.
M σb
= Equation 3.17
I y
where, M = bending moment,
I = moment of inertia,
 24

σ b = bending stress, and

d
y=
2
For a round solid shaft, moment of inertia,
π 4
I= d Equation 3.18
64
Substituting these values in equation (3.17),
M σb
=
π d
× d4
64 2
π
M= σ d3 Equation 3.19
32 b
From this equation, diameter of the solid shaft (d) may be obtained.
For a hollow shaft, moment of inertia,
π
I= [ d 4 −d i4 ]
64 o
π 4
¿ d (1−K 4 ) Equation
64 o
3.20
di
where, K =
do
do
y=
2
Again substituting these values in equation (3.17),
We have
M σb
=
π 4 4 do
× d o (1− K )
64 2
π
M= σ d 3 ¿) Equation 3.21
32 b o
From this equation, the outside diameter of the shaft (do) may be obtained.

3.8 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
 25

simultaneously. Various theories have been suggested to account for the elastic failure
of the materials when they are subjected to various types of combined stresses.
Maximum shear stress theory or Guest's theory, It is used for ductile materials such as
mild steel.
According to maximum shear stress theory, the maximum shear stress in the shaft
1
τ max= σ 2+ 4 τ 2
2√ b
Equation 3.22

Substituting the values of τ and σ b from equation (3.12) and (3.19)

2 2
1
τ max=
2 √[
16
32 M
πd 3
+
16 T
][ ]
π d3

¿ 3
√ M 2+ T 2 Equation 3.23
πd
From this expression, diameter of shaft (d) can be evaluated.
In the case of hollow shaft, the equation 3.23 can be written as
2 2
τ max=
1
2 √[ 32 M
3 4
π d o ( 1− K )
16
][ +
16 T
3 4
π d o ( 1−K ) ]
¿ 3 4
√ M 2+T 2 Equation 3.24
π d o (1−K )
From this equation, outside diameter of the shaft (do) can be evaluated.

3.8.1 Shafts Subjected to Fluctuating Loads

In the previous articles the shaft is subjected to constant torque and bending
moment. But in actual practice, the shafts are subjected to fluctuating torque and
bending moments. In order to design such shafts like line shafts and counter shafts,
the combined shock and fatigue factors must be taken into account for the computed
twisting moment (T) and bending moment (M). The following table shows the
recommended values for k b and k t.

Table 3.2 Combined shock and fatigue factor to bending and torsional moment
Nature of load kb kt
1. Stationary shafts
(a) Gradually applied load 1.0 1.0
 26

(b) Suddenly applied load 1.5 to 2.0 1.5 to 2.0

2. Rotating shafts
(a) Steady load 1.5 1.0
(b) Minor shock only 1.5 to 2.0 1.5 to 2.0
(c) Heavy shocks 2.0 to 3.0 1.5 to 3.0

For solid shaft,

16
τ max= 3√
(k b M )2+¿ ¿ Equation 3.25
πd
For hollow shaft,
16
τ max= 3 4 √
(k b M )2 +¿ ¿ Equation 3.26
π d o (1−K )
where, k b=combined shock ∧factigue factor for bendong
k t=combined shock∧factigue factor for torsion

3.9 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 ( σ b). The bending
equation is
M σb
= Equation 3.27
I y
32 M
σ b= Equation 3.28
π d3
For solid shaft,
F
¿
Stress due to axial load π
× d2
4
4F
¿
π d2
32 M 4 F
Resultant stress¿ +
π d3 π d2
 27

32 F×d
¿ (M + ) Equation 3.29
πd 3
8
For hollow shaft,
F
¿
Stress due to axial load π
× ¿ ¿¿
4
4F
¿
π ¿¿¿
F
¿
π ( d o ) ( 1−K 2 )
2

32 M 4F
Resultant stress ¿ + 2
π d o ( 1−K ) π ( d o ) ( 1−K 2 )
3 4

32 F × d o (1+ K 2)
¿ 3 4
(M + ) Equation 3.30
π d o (1−K ) 8

In case of long shafts (slender shafts) subjected to compressive loads, a factor

known as column factor (α) must be introduced to take the column effect into account.
Stress due to compressive load,
α ×4 F
σ c= For solid shaft
π d2
α×F
¿ For hollow shaft
π ( d o ) 2( 1−K 2 )
The value of column factor for compressive loads* may be obtained from the
following relation.
Column factor,
1
α=
L
1−0.0044 ×
K
Equation 3.31
This expression is used when the slenderness ratio (L / K) is less than 115. When the
slenderness ratio (L / K) is more than 115, then the value of column factor may be
obtained from the following relation.
Column factor,
α =σ y ¿ ¿ Equation 3.32
where,
L = length of shaft between the bearings,
 28

K = least radius of gyration,

σ y = compressive yield point stress of shaft material, and
C = coefficient in Euler's formula depending upon the end conditions.
The following are the different values of C depending upon the end conditions.
C =1, for hinged ends,
= 2.25, for fixed ends,
= 1.6, for ends that are partly restrained as in bearings

3.10 A.S.M.E Code for Shaft Design

According to A.S.M.E code, the bending and twisting moment are to be
multiplied by factors k band k t respectively, to account for shock and fatigue in
operation condition.
A.S.M.E Code Equation,
1. For solid shaft subjected to torsion and bending load (without axial load)
16
d 3= √¿¿
π ss
2. For solid shaft subjected to combine bending, torsion and axial load
16
d 3= √¿¿
π ss
3. For hollow shaft without axial load
16
d o3 = √¿ ¿
π s s (1− K 4 )
4. For hollow shaft with axial load
16
d o3 = √¿ ¿
π s s (1− K 4 )

A.S.M.E Code states for commercial steel shafting,

Ss (allowable)=8000 psi(55 MN /m2 ) for shaft without keyway

Ss (allowable)=6000 psi(44 MN /m 2) for shaft with keyway

If ultimate strength and yield strength are known,
Ss ( allowable)=0.18× S u
¿ 0.3 × S y
Choose smaller value for without keyway.
 29

3.11 Standard Sizes of Shafting

The standard sizes of shafts are:
1. Up to 25mm in 0.5mm increments
2. 25mm to 50mm in 1mm increments
3. 50mm to 100mm in 2mm increments
4. 100mm to 200mm in 5mm increments

3.12 Road Load Performance

In the road load performance theory, motive force can be considered the
combination of four resistances which are aerodynamic drag force, rolling resistance,
climbing resistance and inertia resistance force. The total tractive resistance can be
calculated according to the following relation.
F w =F A + F RO + FG + F I Equation 3.33
where, F w =¿motive force
F A=¿ aerodynamic drag force
F RO=¿ rolling resistance force
F G=¿ climbing resistance force
F I =¿ inertia resistance force

FA

V
FRO
Fr

W sin α = FG
W cos α
W
α

Figure 3.4 Road Load Performances

 30

3.12.1 Aerodynamic Drag Force

The load resulting from the aerodynamic pressure generated by the vehicles
speed is called the aerodynamic force ( F A), commonly termed aerodynamic drag.
Aerodynamic drag,
1
F A = ρ a C d A ⊽2 Equation 3.34
2
where, ρa =¿ density of air (1.225 kg/m3)
C d=¿ drag coefficient
A ¿ cross section of front area of vehicle
V ¿ average speed of vehicle

3.12.2 Rolling Resistance

Under a vehicles weight a tyre deforms on contract with thus creating a
contact surface. It is the surface that gives the vehicle the adhesion necessary for
motion. Unfortunately, both tyre deformation and road contact consume energy, this
energy loss is due to the force termed rolling resistance.
Rolling resistance,
F RO=F r ×W cos α Equation 3.35
where, F r=¿ coefficient of friction between tire and road
W =¿ weight of vehicle
α =¿ Road surface inclination (α =0 for horizontal road surface)

3.12.3 Climbing Resistance

When the vehicle climbs a slope is encounters a load related to the steepness
of the road. Figure 3.4 illustrates the climbing resistance.
Climbing resistance,
F G=W sin α Equation 3.36
where, W =¿ weight of vehicle
α =¿ road surface inclination (α =0 for horizontal road surface)
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3.12.4 Inertia Force

A force opposite in direction to an accelerating force acting on a body and
equal to the product of the accelerating force and the mass of the body. Figure 3.4
shows the inertia force.
Inertia force,
dv
F I =m
dt
¿ ma Equation 3.37
where, F I =0 (at constant velocity)
m=¿ mass of vehicle
dv
=a=¿ acceleration of vehicles
dt

3.12.5 Engine Power and Torque of Driveshaft

Motive power required at driving wheel to overcome traction resistance can be
calculated as follow:
Power=Force× velocity
Pwheel =F w × ⊽
Engine power due to motive force,
Fw × ⊽
Pe = Equation 3.38
ηt

where, ηt =transmission efficiency

⊽=¿ velocity of vehicle
Torque of driveshaft at second gear,
T shaft =T e ×second gear ratio Equation 3.39
Gear torque is equal to the torque of driveshaft.