International Journal of Applied Engineering Research ISSN 0973-4562 Volume 10, Number 11 (2015)

Research India Publications ::: http://www.ripublication.comb

Dynamic Structure and Vibration Characteristics

Analysis of Single Piece Drive shaft Using FEM
*Ashwani Kumar

Rajat Jain, Himanshu Jaiswal, #Pravin P Patil

Department of Mechanical Engineering

Graphic Era University, Dehradun
India-248002
*Kumarashwani.geu@gmail.com

Department of Mechanical Engineering

Graphic Era University, Dehradun
India-248002
#
pravinppatil2004@gmail.com

Abstract The main objective of this research work is

dynamic structure and vibration characteristics analysis of single
piece drive shaft of a heavy vehicle truck transmission system.
The research work focused on replacement of conventional two
piece stainless steel drive shaft with single piece kevlar epoxy
composite material drive shaft for heavy vehicle. A single piece
drive shaft was designed using Pro-E. Structural analysis was
performed to check the design suitability and modal analysis was
performed to find the natural frequency and mode shape. Now a
days composite material are used very frequently in automobile
industry due to strength, weight and long life span advantage.
Kevlar epoxy composite material has been used for driving shaft
to reduce the weight and cost. The main function of driving shaft
is to transmit torque from vehicle transmission system to rear
wheel differential system. During this process of torque
transmission it is subjected to shear stress, deflection, bending
and torsional vibration. The weight of drive shaft was reduced by
using new design which solved the deflection and bending
problem. FEM based Ansys 14.5 has been used as an analysis
tool. The FEM simulation result determines the strain, stress,
deflection, principal stress, strain energy, natural frequencies and
mode shapes under real time boundary conditions. The result
concluded that kevlar epoxy composite material suited more for
single piece drive shaft.
Keywords Transmission drive shaft, Kevlar Composite
Material, Natural frequency, Weight, Single piece.

I. INTRODUCTION
Drive shaft is manufactured in two pieces using steel
material. An attempt has been made to replace two piece drive
shaft in composite material single piece drive shaft. In rear
wheel drive system, drive shaft transmits torque and connects
vehicle transmission or engine system to rear end of vehicle.
This type of transmission drive shaft is known as propeller
shaft. Two-piece drive shaft is fitted with three universal
joints, with jaw coupling. Universal joints and coupling
increases the total weight of drive shaft. Higher weight of
drive shaft causes bending and torsional vibrational problem.
Kevlar epoxy composite material drive shaft have two
universal joints and jaw coupling. The simple design of single
piece drive shaft reduces the weight. The reduced weight and
use of composite material increases the mechanical strength
and prevents failure condition.

Sevkat et al. [1] authors have studied the problem of residual

torsional properties of composite shafts. Shafts are subjected
to impact loading condition. Impact and without impact
properties of shaft was compared for torsion. The research
work concludes that the impact loading reduce the maximum
torque, twisting angle and this reduction increases as increase
in impact energy. Baryrakceken [2] research work concerned
with the failure analysis of pinion shaft mounted at the
entrance. The pinion gear and shaft are manufactured in single
part. The fatigue and fracture condition was monitored. The
mechanical property of material was obtained and then
chemical and microstructure properties were determined.
Zhang et al. [3] authors have studied the self-excited vibration
of a propeller shaft. The excitation is caused due to friction
induced instability. The shaft is supported on rubber bearing
lubricated by water. The system was modeled in consideration
with torsional vibration of continuous shaft and tangential
vibration of rubber bearing. Authors have determined the
stability and vibrational characteristics using complex
eigenvalues analysis method. Solanki et al. [4] have studied
the failure reason of AISI 304 stainless steel drive shaft. The
main vibration reason for failure is low natural bending
frequency. The failure of drive shaft hampers the function of
vehicles. Mutasher [5] research work present study of
advanced composite, aluminum/ composite for hybrid shaft
having high torque transmission, high natural bending
frequency with less noise and vibration. Ansys and FEM have
been used for numerical simulation. The linear and nonlinear
properties of materials were considered. The maximum torque
transmitted through hybrid shaft is 295Nm. The numerical
result was verified with experimental results.
Aleyaasin et al. [6] have investigated the problem of
flexural vibration for cantilevered marine propeller shaft. The
frequency response method with inverse Fourier transform
technique was used for identification of resonance and
gyroscopic effects. Kim et al. [7] authors have investigated the
problem of thermal residual stresses setup during bonding
process of composite layer and aluminum tube for hybrid
shaft. Thermal residual stresses are resultant of difference in
coefficient of thermal expansion (CTE) for two materials. To
eliminate the residual stresses a smart cure cycle of cooling

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Research India Publications ::: http://www.ripublication.comb

and reheating was applied and this method effectively solved

the stress problem. Cho et al. [8] authors have studied the
composite material single-piece drive shaft. The shaft was
manufacture using fiber epoxy composite and aluminum tube
for obtaining high natural bending frequency and torque
transmission capability. The results shows that the shaft
sustain for 107 cycles with dynamic load of + 500 Nm. Cho et
al. [9] authors have studied the method to reduce the residual
thermal stresses using co-curing operation. Aluminum
composite shaft was prepared using aluminum tube and
composite material. During bonding process residual stresses
was generated. Kevlar epoxy composite materials have higher
specific stiffness to provide the required strength against less
weight of single piece drive shaft. Higher stiffness of kevlar
epoxy composite material solves the problem of high strength
requirement for drive shaft and less weight solves the problem
of inertia. So kevlar epoxy composite material can be used as
a one-piece drive shaft material without resonance.
II. CAD MODEL OF SINGLE PIECE DRIVE SHAFT
Single-piece drive shaft was designed using the Solid Edge
and Pro-E [10-11] software. FEA based analysis was done
using Ansys 14.5 [12]. Structural analysis finds the stresses
and strain value in drive shaft. Modal analysis of composite
single-piece drive shaft was performed to evaluate the modal
frequency and mode shape to prevent the resonance condition.
For structure rigidity the natural bending frequency of drive
shaft should be high. The design model of automobile truck
drive shaft consists of a single-piece shaft with universal joints
at ends portion. Figure 1 shows the single-piece drive shaft
with universal joint. FEM based Ansys 14.5 works on meshing
concept of nodes and elements (nodes- 87718, elements453477). Figure 2 shows the meshed finite element model of
transmission drive shaft. Ansys 14.5 have high quality
meshing facility.

Figure 2. Meshed model of single piece drive shaft.

III. MATERIAL PROPERTIES AND BOUNDARY CONDITIONS

The main objective of this research work is to replace
conventional stainless steel material two piece three universal
joints drive shaft with kevlar composite material single-piece
drive shaft. Stainless Steel as conventional material and
Kevlar Epoxy was selected as composite material. In 1985
single-piece drive shaft was used for the Ford econoline van
models. Mainly drive shafts are used in automobiles,
aerospace, cooling towers etc. This research work highlights
the use of composite material single-piece drive shaft for
heavy vehicle truck application. In this numerical simulation
of drive shaft it was assumed that the shaft is balanced, has
circular cross section and rotates at constant speed. Table 1
shows the material mechanical properties of stainless steel and
kevlar epoxy composite material. Kevlar epoxy composite
material best suited for single-piece drive shaft having less
weight, high specific stiffness and torsional stiffness. The
geometric properties of the drive shaft are length of shaft 1250
mm, Outer Diameter-90 mm, inner diameter-83.36mm. To
simulate the same working conditions real time boundary
conditions frictionless support, fixed support, rotational
velocity and moment were applied. Rotational velocity of
1500rpm (157.08 rad/sec, figure 3) was applied for structural
and vibration analysis. The rotational motion of drive shaft
generates a torsional moment in whole body of drive shaft.
This moment is applied on all 43 faces (figure 4) in opposite
direction of rotational velocity.

Figure 1. 3 D solid model of single piece drive shaft

Figure 3. Rotational velocity applied (157.08 rad/sec).

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Table 1 Material property of stainless steel and Kevlar composite material.

Density
(kg m^-3)

Young's Modulus (Pa)

Poisson's Ratio

Shear Modulus (Pa)

Considered

7750

1.93e+011

0.31

7.366e+010

Considered

1402

9.571e+010

0.34

2.508e+010

Properties

Nonlinear
Effects

Stainless Steel
Kevlar Epoxy Composite
Material

Figure 4. Moment components applied (245, 0, 0 Nm)

Figure 6. Total Deformation.

IV. FEA SIMULATION RESULTS AND DISCUSSION

FEA based numerical simulations evaluate the results of
structural and modal analysis for stainless steel and kevlar
epoxy composite material. In analysis inertia and damping
effects was not considered. Rotational and moments values are
applied in form of loading. The automobile drive shaft is
subjected to torque transmission, no direct load value act on it.
The result of this analysis evaluates the static failure condition
of drive shaft.
A. Structural Analysis of Stainless Steel Single Piece Drive
Shaft
Stainless Steel is used as conventional two-piece driving shaft
material. The structural analysis simulation results are shown
in figure (5, 6, 7, 8). Table 2 shows the structural analysis
results comparison for stainless steel and kevlar epoxy
composite material.

Figure.7. Equivalent elastic strain.

Figure 8. Strain Energy distribution.

Figure 5. Shear Stress distrubutation (XY plane).

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Research India Publications ::: http://www.ripublication.comb

Figure 5 shows the shear stress distribution. The analysis

result shows that the shear stress variation is in safe limit
(5.6524e6 Pa). The green hues variation shows that the
stainless steel has high rigidity and strength to bear the
torsional vibration and shear stresses. Figure 6 shows the total
deformation in single piece drive shaft under loading
conditions. The deformation is high (0.05 mm) at the
differential side of drive shaft. The yellow and red hues
variation in shaft shows the high deformation zone. Figure 7
shows elastic strain variation in drive shaft. The variation is
shown by blue hues, which signify the minimum level of
strain. Figure 8 shows the strain energy distribution in drive
shaft. The transmission end of drive shaft shows small
variation of strain energy near constraining point of universal
joint. Strain energy value is 0.0000345 J for steel drive shaft.
Figure 11. Equivalent Elastic Strain

B. Structural Analysis of Kevlar Epoxy Composite Material

Drive Shaft

Figure 12. Strain Energy Distribution.

Figure 9. Shear Stress variation.

Figure 10. Total Deformation

Figure 9 explain the shear stress simulation result in singlepiece kevlar epoxy composite drive shaft. The maximum value
of shear stress for composite material is 1.4484e6 Pa which is
very less in comparison to max. shear stress (5.624e6 Pa) for
stainless steel material. The result shows that kevlar material
has less shear stress generation due to loading, so single piece
drive shaft design is safe. Figure 10 shows the total
deformation under dynamic loading conditions. The
deformation is high at the transmission end side of drive shaft.
The maximum deformation value is 0.03mm for kevlar epoxy
drive shaft. For the same loading conditions the deformation
of steel shaft is 0.05 mm. The deformation results signify that
kevlar epoxy material is suitable for single piece drive shaft.
Figure 12 shows the strain energy variation in drive shaft. The
strain energy distribution is found at the constraining point of
universal joint. Strain energy value is 0.0000089 J. Table 2
shows comparison of structural analysis result for stainless
steel and kevlar composite material. The numerical results
conclude that kevlar epoxy composite material is best suited
for single-piece drive shaft.

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Table 2 Structural Analysis results comparison.

Material

Stainless
Steel

Kevlar
Epoxy
Composite

Type

Total Deformation

Equivalent Elastic Strain

Maximum Principal Elastic

Strain

Shear Stress

Strain Energy

Minimum

0. m

0. m/m

-3.9815e-7 m/m

-5.2485e6 Pa

0. J

Maximum

5.5335 e-5 m

10.434e-5 m/m

10.703e-5 m/m

5.6524e6 Pa

3.4586e-5 J

Minimum

0. m

0. m/m

-1.4613e-6 m/m

-1.1419e6 Pa

0. J

Maximum

3.0365e-5 m

7.9354e-5 m/m

7.6985e-5 m/m

1.4484e6 Pa

8.9916e-6 J

C. Modal Analysis of Stainless Steel Material Single Piece

Drive Shaft

f=400.57 Hz
Figure 13. Modal frequency and mode shapes of stainless steel single
piece drive shaft.
f=76.163 Hz

Figure 13 shows the vibration mode shapes and corresponding

natural frequency for stainless steel. The FEA analysis shows
the first valid frequency is 76.163 Hz (mode 7) and the critical
speed is equal to 4569 rpm which is nearer to whirling speed.
Mode 7 shows the deformation at the transmission end side.
Mode 8 shows lateral vibration with bending effect. The
bending frequency is 216.19 Hz and critical speed is 12971
rpm. Table 3 shows the frequency variation for stainless steel
and kevlar epoxy composite materials.
D. Modal Analysis of Kevlar Epoxy Composite Material
Single Piece Drive Shaft

f=216.19 Hz

f=120.75 Hz

f=400.52 Hz

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at end points. The relation between critical speed and natural

frequency is given as (Ncr = 60 fnt).
Table 3 Modal frequency variation for stainless steel and Kevlar epoxy
Composite Materials.
Mode
7.
8.
9.
10.

Modal Frequency
Stainless Steel

Modal Frequency Kevlar

Epoxy Composite Material

76.163

120.75

216.19

342.79

400.52

660.6

400.57

660.68

f=342.79 Hz

f=660.6 Hz

Figure 15. Natural frequency variation

Figure 15 shows the variation of natural frequencies for

stainless steel and kevlar epoxy composite materials. Kevlar
epoxy composite material shows the excellent material
properties for the design of single-piece composite drive shaft.
In modal analysis all valid bending frequency are higher than
3000 rpm in order to avoid the whirling or resonance
condition. For trucks and vans bending frequency should be
higher than (2400-4000) rpm. These technical requirements
are fulfilled by the Kevlar epoxy composite material. The
bending natural frequency is 7245 rpm much higher than 2400
rpm, so it reduces the chances of whirling or resonance. The
torque transmission capability of single-piece drive shaft was
considered as 245 Nm.

f=660.68 Hz
Figure 14. Modal frequency and mode shapes of kevlar epoxy
composite material drive shaft

Figure 14 shows the vibration mode shapes and natural

frequency for kevlar epoxy composite material. The first valid
frequency is 120.75 Hz and critical speed 7245 rpm which is
much higher than 2400 rpm resonance critical speed
preventing the resonance condition. The external excitation
causes resonance. Mode 8 has deformation at centre portion
due to axial bending vibration. Mode 10 shows torsional
vibration at 660.68 Hz. The single-piece drive shaft deformed

V. CONCLUSION
Fem based numerical simulation of single piece drive shaft has
theoretical significance in design stage for weight
optimization. The two-piece drive shaft design was replaced
using single-piece kevlar epoxy composite material drive
shaft. The structural and vibration response of driving shaft
shows that Kevlar epoxy composite is suited for single-piece
drive shaft. The research work concludes the following points-

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1.

2.

3.

4.

5.

International Journal of Applied Engineering Research ISSN 0973-4562 Volume 10, Number 11 (2015)
Research India Publications ::: http://www.ripublication.comb
interface, Journal of Sound and Vibration, vol 333(12) pp. 2608Conventional two-piece drive shaft can be replaced
2630, 2014.
with kevlar epoxy composite single-piece drive shaft
4. K. Solanki , M.F. Horstemeyer, Failure analysis of AISI 304
for heavy vehicles. The aim of design and analysis
stainless steel shaft. Engineering Failure Analysis, vol 15, pp.
835846, 2008.
was achieved.
5. S.A. Mutasher, Prediction of the torsional strength of the hybrid
The study has investigated the use of composite
aluminum/ composite drive shaft, Materials & design, vol 30 (2),
materials for single-piece light weight drive shaft.
pp. 215-220, 2009.
6. M. Aleyaasin, M. Ebrahimi, R. Whalley, Flexural vibration of
Kevlar epoxy composite material suited on design
rotating shafts by frequency domain hybrid modelling, Computers
and vibration criteria.
& structures, vol 79 (3) pp. 319-331, 2001.
The structural analysis evaluates the shear stresses,
7. Hak Sung Kim, Sang Wook Park, Hui Yun Hwang, Dai Gil Lee,
Effect of the smart cure cycle on the performance of the co-cured
maximum principal stress, total deformation, strain
aluminum/ composite hybrid shaft, Composite Structures, vol 75
energy, max. principal elastic strain and equivalent
(1-4), pp. 276-288, 2006.
elastic strain for stainless steel and kevlar epoxy
8. Durk Hyun Cho, Dai Gil Lee, Jin Ho Choi, Manufacture of onepiece automotive drive shafts with aluminum and composite,
composite material.
Composite Structures, vol 38(1-4), pp. 309-319, 1997.
All the structural analysis values are in permissible
9. D.H. Cho and D.G. Lee, Manufacturing of co-cured aluminum
composite shafts with compression during co-curing operation to
limit for Kevlar epoxy composite, which ensures the
reduce residual thermal stresses, Journal of Composite Material,
strength of single-piece drive shaft. Vibration mode
vol 32, pp. 122141, 1998.
shapes (axial bending vibration, torsional vibration)
10. Solid Edge,Version 19.0, 2006.
11. Pro-E 5.0, Designing guide manual, 2013.
were identified for steel and composites material
12. Ansys R 14.5, Academic, Structural analysis Guide, 2013.
single-piece drive shaft.

Composite material kevlar epoxy provides the

structural strength against shearing, torsional
vibration and axial bending vibration.

In conclusion kevlar epoxy composite material can be used for

single piece drive shaft based on strength and modal frequency
output parameters. Modal analysis based vibration study find
that, modal frequency of kevlar epoxy composite materials are
in higher order range which prevents resonance condition.
FEA based analysis tool Ansys14.5 has been used for
structural and modal analysis. Solidedge and Pro-E software
has excellent features for complex design. The FEA result
shows that on design and vibration index kevlar epoxy
composite can be used as single-piece drive shaft material.
FEA results are in good agreement offering satisfactory
results.
ACKNOWLEDGEMENT
This research work is carried out at advanced Modelling and
Simulation lab funded by Department of Science and
Technology (DST) and research cell of Graphic Era
University, Dehradun. Authors are thankful to DST, New
Delhi and Management of Graphic Era University, Dehradun
for the necessary funding.
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