CHINESEJOURNALOFMECHANICALENGINEERING

Vol.24,aNo. *,a2011
DOI:10.3901/CJME.2011.**.***,availableonlineatwww.cjmenet.comwww.cjmenet.com.cn

LightweightDesignof AutomobileDriveShaftBasedontheCharacteristics ofLowAmplitudeLoadStrengthening

1,2 1, 1 1 1 1 ZHENGSonglin ,XUHonghui *,FENGJinzhi ,ZHENGZuanxi , WANGYoutao ,and LULeilei

1College ofMechanicalEngineering,UniversityofShanghaiforScienceandTechnology,Shanghai200093,China 2College ofAutomotive Engineering,TongjiUniversity,Shanghai201804,China

Received April7,2010revised November 17,2010 accepted June10,2011published electronically June,2011

Abstract: There are two kinds of internationally recognized approaches in terms of lightweight design. One is based on fatigue accumulated damage theory to achieve betterreliability by optimalstructural design another isto use highperformancelightweight materials.Theformermethodtakesveryfewconsiderationsonthestructuralstrengtheningeffectscausedby themassivesmallloadsin service.Inordertoensuresafety,thedesignisusuallyconservative,butthestrengthpotentialofthecomponentisnotfullyexerted.In the latter method,costis thebiggest obstacleto lightweight materialsinautomotive applications. For the purpose oflightweighting design on a fuel cell vehicle, the new design method is applied on drive shafts. The method is based on the low amplitude load strengtheningcharacteristicsofthematerial,andallowsthestress, correspondingtotestload, toenterintothestrengthenedrangeofthe material.Underthiscondition,thelightweightingdesignshouldassurethatthereliabilityoftheshaftisnotimpaired,evenmaximizes thestrengthpotential ofmachinepart inorder toachievetheweightreductionandeventually to reducethecost. Atlast, thefeasibilityof thedesignisverifiedbymeansofstrengthanalysisandmodalanalysisbasedontheCADmodeloflightweightedshaft.Thedesign appliestotheloadcaseofhalfshaftinindependentaxle,alsoprovidestechnologicalreferenceforthestructurallightweightdesignof vehiclesandothermachineries. Keywords:fuel cell vehicle, drive shaft, lowamplitude load strengthening, lightweight design

[69] engineering plastics, etc . As pointed out in the 2006 1 Introduction annual report by FCVT (the Office of Freedom CAR and Vehicle Technologies of U.S. Department of Energy for Generallyspeaking, for a car, cutting1 Lof petrol fuel Automotive Light weighting Materials, Energy Efficiency [1] consumptionwillreducetheCO2 emissionby2.45kg ,as and Renewable Energy), the Cost is the biggest obstacle 75%ofthetotalenergyconsumptionisdirectlyassociated tolightweightmaterialsinautomotiveapplications.[10] withtheweightofthevehicle.Nodoubt,weightreduction In order to raise the international competitiveness of has become a prevailing trend of energysaving in independentbranded automobile, it has become an urgent automobile industry. matter to explorea low cost lightweight design route that At present, there are two kinds of internationally suits the nation. As one of the objective elements to be recognizedapproachesintermsoflightweightdesign.One weightreducedinafuelcellvehicle,thedrivingshaftwas istoachievebetterreliabilityby optimalstructuraldesign, redesigned by means of a hollow design. With regard to [25] andthisisbasedonfatigueaccumulateddamagetheory . the build material, 40Cr is used to replace original Thismethodtakesveryfewconsiderationsonthestructural imported steel. The hollow design is meant to take strengtheningeffectscausedbythemassivesmallloadsin advantage of the low amplitude load strengthening service. In order to ensure safety, the design is usually characteristics of 40Cr. The test load on the drive shaft conservative, however, the strength potential of the corresponds to the components stress of strengthened componentisnotfullyexerted Another designrouteisto range, and then the fatigue strength is gradually use high performance lightweight materials, such as high strengthenedandimproved,insteadofremainingthesame strength steel, aluminum alloy, magnesium alloy, ordecreasing.Inaword,thedesignensuresthattheweight ofshaft islight,whileatthesametimereducesthecost. In this paper,the detailedcalculation of shaft is present * Correspondingauthor.Email:sharon07082004@yahoo.com.cn at the beginning, and then the feasibility of the design is This project is supported by National Natural Science Foundation of China(GrantNo.50875173),ShanghaiMunicipalEducationCommission verified by means ofstrength analysis andmodalanalysis Key Foundation of China (Grant No. 09ZZ157), and Shanghai Leading basedontheCADmodelof lightweightedshaft. AcademicDisciplineProjectofChina(GrantNo. J50503)

ZHENGSonglin,etal:Lightweight Design of Automobile Drive ShaftBased on the Characteristics of LowAmplitudeLoad Strengthening

2 LightweightDesignof DriveShaft
2.1 Basic parametersofdrive shaft The solid shafts material is UC2, and schematic drawing asshowninFig. 1.

Fig.1. Schematicdrawingofdriveshaft

Some main parametersrelated to thelightweightdesign are as follows: Motors rated power (P): 42 kW Motors rated speed (n): 4 kr/min Derailleurs transmission ratio (i): 9:1. 2.2 Lightweightdesign proposalestablishment ofdriveshaft The original material is an imported special steel UC2. As an alternative to the original material, the domestic material 40Cr is of comparable mechanical performance whilecosting isless. Automobilesgeneraldesignarrangementdeterminesthe driveshaftsbasicparameters,suchasthelength,therange of variation,the sizeofglide spline, and so on.While the automobilesgeneraldesignarrangementisunchanged,the lightweightdesignwascarriedoutundertheassumptionof unchanged external dimensions. Obviously, when the shafts length is fixed, the least materials request the smallest cross sectional area. Now, hollow replacing solidisputforward,namelyusethehollowstructure. 2.3 Loadandstress characteristicsofdrive shaft Thedriveshaftislocatedontheautomobiledifferential outputterminalin independentaxle,withstandingmassive alternatinglowamplitudeloadinuse,andtheloadformis torsion. Outputtorqueoftheelectricmotor(Te) is: T = 9 549 e P 45 = 9549 = 100.3 N gm. n 4 300 (1)

[1115] called low amplitude load strengthening . In order to findoutthe strengtheningcharacteristicsof40Crunderlow amplitude load, a large number of fatigue tests on the torsional fatigue testing machinehas been performedwith the40Crstandardsample(asFig.2).Thetestshaveshown thatthe40Crsstatictorsion strengthis1532.6MPa,and itsfatigueratiois0.47,thesmoothsamplesfatiguelimitis 720.32MPa.Consideringthecomponentsshape,size,and surfacequality,thetorsionfatiguelimitofdriveshaftpart, with t-1=358.65 MPa, is delivered from bending fatigue limit. In addition, 40Crs strengthened range is (0.730.95)t-1[16].

Fig.2. Diagramof40Crsample

2.5 Examinesolid shaftsproofstresslocation Inordertoevaluatewhethertheproofstressofthesolid shaftislocatedinthestrengthenedrangeornot,aseriesof calculatingisconducted. According tonationalautomobile industry standard,the torsionalfatiguetestrequiresstressamplitudeTa=T/2and meanstressTm = 0.6T. (1) Theamplitudeof proof stressSa is S = a 16 a T 16451.2 = = 215.81 MPa, 3 D (22 -3 ) 10 3 (3)

where loadamplitude Ta=T/2=902.4/2=451.2N m (Tis shafts test computation torque, choosing rated torque 902.4 N m) axles diameter D depends on dangerous sectionnamely D=22mm (2) Considering the influence of mean stress, the amplitudeofstressSaxd is Saxd =1.1Sa =1.1215.81 =237.39 MPa. (3) The stressratio a: (4)

Ratedtorqueofthedriveshaft(T) is: T = iTd = 9100.3 = 902.4 N gm. (2)

a=

S axd

t -1

237.39 MPa = 0.66 (0.73 -0.95). 358.65 MPa

(5)

Shear stress acts on the axle cross section, as the minimum diameter along the axle is f22 mm the design treatstheaxleas a f22mmshaft. 2.4 Low amplitude load strengthening characteristics ofthe material 40Cr When a material isloaded belowthe fatiguelimit for a certainnumberofcycles,itsfatiguestrengthand lifewould be strengthened andimproved.Thiskindofphenomenonis

Namely,237.39MPa<0.73t-1,thismeansthatthestress corresponding to test load doesnt enter the material strengthened range, and the shaft has great residual strengthandshouldbefurtherlightweightdesign. 2.6 Static strength calculation The static strength calculation can be described as follows.

CHINESEJOURNALOFMECHANICALENGINEERING
(1) TorsionalmodulusoforiginalsolidshaftWt is
Wt = 3 D = 223 =2 090.73 mm3, 16 16

improved meanwhile life has been increased, in a considerableperiodofthebeginninguse. (6) 2.8 Hollowshaftsubstitutesolidshaftwiththe same torsionalmodulus Substitutingcanbemadeasfollows. (1) Torsionalmodulusof f21.3mmsolidshaftWt:
Wt= 3 D = 21.33 =1908 mm3. 16 16

where D depends on dangerous section, namely, D=22 mm. (2)WhenultimatetorqueisTmax=1.5T=1353.6Nm, the maximumshearstressofshaft max is

(13)

t max =

T 13 536 max = = 647.43 MPa. Wt 2 090.73 -9 10

(7)

(2)Calculatetheinnerdiameterof f22mmhollowshaft withthesame torsionalmodulusd is

Wt=
3 3 D 22 (1- a 4 ) = (1 - a 4) =1 908. 16 16

(3) The safetyfactorns is

t 1 532.6 ns = b = =2.37. t max 647.43

(4) Whenasmallersafetyfactorns=2.16,namely,
t max =

(14)

(8)

t b
ns

1 532.6 = 709.54 MPa, 2.16

Work out a=0.5, and inner diameter d=aD=0.522=11 mm. That is, the hollow shaft has the same external dimensions with the solid shaft, and the inner diameter is 11mmtheweightofaxleisfrom2.1kgto1.7kg,reduced by19%.

theallowedminimumdiameterdmin underthe ultimate torque iscalculatedfrom Eq.(9):

16 1 353.6 = 709.54 6. 10 3 ( d min)

3 StrengthCheckingandContrastModal AnalysisBasedon theFinite Element Analysis

(9) 3.1 Threedimensionalmodelestablishment The drive shaft is located at automobile differential output,withstandinghigh torque. Because of its relatively smallsize,itisnecessarytocheckstrength.Thesplineand smallaxlediameterofshaftarecriticalpointsunderstress. Therefore,theshaftsallexternaldimensionsareaccurately and faithfully resembled in the modeling. Establish the threedimensional model according to its parameter by CATIA, asshowninFig. 3 andFig. 4.

Workoutdmin=0.0213m=21.3mm.Thatistosay,under the same working conditions, and considering static strength,thesolidshafts minimumdiameteris f21.3 mm. 2.7 Examinenewsolidshaftsproofstresslocation Theexaminationprocessisasfollows. (1) Theamplitudeof proof stressSa is
S = a 16 a T 16 451.2 = = 236.51 MPa. 3 D (21.3 -3 ) 10 3

(10)

(2) Considering the influence of mean stress, the amplitudeofstressSaxd is

S axd = 1.1S a = 1.1 233.78 =260.16 MPa.

(11)

Fig.3. Threedimensionalmodel ofsolidshaft

(3) The stressratio a is

a = S axd = 260.16 MPa =0.73. 358.65 MPa

t -1

(12)

Atthistime,thestress,correspondingtotestload,enters into the strengthened range (0.730.95)t-1. It assumes shafts fatigue strength has been strengthened and

Fig.4. Threedimensionalmodel ofhollowshaft

ZHENGSonglin,etal:Lightweight Design of Automobile Drive ShaftBased on the Characteristics of LowAmplitudeLoad Strengthening

3.2 Finiteelementmodel establishment In order to carry out the finite element analysis, hexagonalmeshwasusedto ensuretheaccuracy.Thefinite element model built with the software HyperWorks (Hypermesh), asshowninFig. 5 and Fig. 6.

Therefore, we can ignore these two results. According to the actual stress situation, the spline and small axle diameter of shaft are stress weak points. After inquiring, themaximumvalueofvonMisesattheremainderofspline is1399MPa,andthemaximumvalueofvonMisesatthe minimum diameter f22 mm is 1 168 MPa, both is lower than torsional strength 1 532.6 MPa, so the strength of hollowdriveshaftmeetstherequirement. 3.4 Contrastmodalanalysis Calculatedresultsofthefirsttenmodesofbothsolidand hollow shaft by HyperWorks (Optistruct) are tabulated below in Table, including their natural frequency and correspondingvibration.
Table. Contrastmodal analysistable
Solidshaft Hollowshaft Vibration characteristics Order naturalfrequency naturalfrequency (Solidandholly fs/ Hz fh/ Hz shaft) 1 0.015 3 0.018 0 0.018 1 0.018 3 0.018 6 0.018 9 574.5 575.0 1 534.2 1 535.1 0.014 9 0.016 3 0.016 4 0.017 0 0.017 1 0.017 2 633.8 634.3 1 677.6 1 678.6 Rigidmode Rigidmode Rigidmode Rigidmode Rigidmode Rigidmode Firstbending vibrationin Y axis Firstbending vibrationin Zaxis Secondbending vibrationin Y axis Secondbending vibrationin Zaxis 2 3 4 5 6 7 8 9 10

Fig.5. Finiteelementmodelofsolidshaft

Fig.6. Finiteelementmodelofhollowshaft

3.3 Stresscalculationofhollowshaft Calculate the stress of shaft by software HyperWorks (OptiStruct).Loadingmannerofconstraint isinaccordance with the real imposed load, the degree of freedom in left side spline of axle is restricted to five degree of freedom (Axial degree of freedom is not restricted, as the spline guaranteestheaxistomoveinaxialdirections)Inaddition, aultimate torqueTmax=1.5T=1353.6Nmisapplied on another end of theaxle.The stress contour of the shaft is showninFig. 7.

The comparison indicates that the vibration characteristics of both shafts are similar moreover the naturalfrequencyisclose.Alsothisshowsthatthehollow shaftisimmunetothefrequencyofstimulusresponsefrom ambient conditions, hence risk of resonance is avoided. Namely the hollow axle also meets the performance requirements to solidshaft.

4 Conclusions
(1) Based on the low amplitude load strengthening characteristics of the material, and combining the designs of both static strength and fatigue strength, a vehicle structural design is proposed. This method enables the newlydesignedshaftstobelightweightandcosteffective, Fig.7. Stresscontourofshaft in ultimatetorque (MPa) while their strength, modal and durability are not Thebiggeststresscalculatedbysoftwareappearsonthe compromised. In addition, current new manufacturing bothsidesplineofaxle(Theredpartin Fig.7).However, process (such as rotary swaging) is applied on tube according to the analysis of actual situation, the spline material to ensure dimension and shape quality of full should has consistent stress, and the reasons for the length hollow shaft, and at present the monoblock tube inaccuracy caused by calculation is that, when setup shaft (MTS) is well known as its high bending frequency boundary conditions of the preprocessing, respectively and torsionalstiffness. (2) This method explores a unique and innovated creates a rigid connection unit at the both elements, then technology for automobile structurelightweight design exerttheconstraintandtorqueateachrigidconnectionunit.

CHINESEJOURNALOFMECHANICALENGINEERING
lessuseof buildmaterial,betterutilizedstrengthcapacity, and offers an alternative technological route to the internationalpopularapproachoflightweightmaterials. (3) The next step is to construct a prototype of the hollow shaft, and then perform fatigue tests to verify the feasibilityofdesign. References
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Biographicalnotes
ZHENG Songlin, born in 1958, is currently a professor and a doctoral supervisor at University of Shanghai for Science and Technology, China, also is a parttime doctoral supervisor at TongjiUniversity,China.Hisresearchinterestsincludestructural strength ofautomobileandlightweight design theory. Tel:+862155275287Email: zhengpinery@126.com XU Honghui, born in 1985, is currently a master candidate at University of Shanghai for Science and Technology, China. Her research interests include structural strength of automobile and lightweight design theory. Email: sharon07082004@yahoo.com.cn FENG Jinzhi, born in1973, is currently a master candidate at University of Shanghai for Science and Technology, China. Her main research interests include structural strength of automobile andlightweight design theory. Email: jzfeng99@163.com ZHENGZuanxi,bornin1985,iscurrentlyamastercandidateat University of Shanghai for Science and Technology, China. Her research interests include structural strength of automobile and lightweight design theory. Email: zuanxi2004zheng@126.com WANG Youtao, born in 1982, is currentlya master candidateat University of Shanghai for Science and Technology, China. Her research interests include structural strength of automobile and lightweight design theory. Email: wyt199@163.com LU Leilei, born in 1977, is currently a master candidate at University of Shanghai for Science and Technology, China. Her research interests include structural strength of automobile and lightweight design theory. Email: lu_leil@163.com