INTERNATIONAL DESIGN CONFERENCE - DESIGN 2000

Dubrovnik, May 23 - 26, 2000.

TORQUE TRANSMISSION CAPABILITY OF

INTERNAL HIGH PRESSURE ASSEMBLED PRESS
FITS

M. Garzke and P. Dietz

Keywords: Machine elements, Press fits, Internal high pressure

assembly

Abstract: The production and use of frictionally engaged shaft-hub-connections

through internal high pressure assembly is a very young field of machine elements.
No publications are available. Initial investigations at the Institut für Maschinen-
wesen (IMW) of the Technical University of Clausthal/Germany in cooperation with
car industry confirm the potential of this joining technique in terms of its capability
for transmission of torque. This paper describes the joining method, the design
layout of the press fit and initial results from the investigation.

1. Introduction
Product development typically exhibits the following tendencies:
• Reduction of development timescales
• Full exploitation in terms of load-carrying capacity and material characteristics
• Tailored functionality (e.g. tailored blanks in the design of components from sheet metal)
Machine elements as basic components of power train modules and systems are also subject to these
requirements. They often perform functions connected with safety in addition to their main functions
such as "transmitting", "connecting" etc. Substantiated dimensioning equations and knowledge of the
operational characteristics are therefore an indispensable prerequisite for a successful deployment
from the technical and economic points of view.
The method of internal high pressure forming - which is familiar from the manufacture of sheet metal
parts, in which flat or tubular original bodies are processed to their final form in a profiling tool by the
action of a medium under high pressure - has also been used successfully in the last few years for
producing frictionally engaged shaft-hub-connections (press fits). Using the adapted version of the
internal high-pressure joining method, the main priority at present is to produce assembled camshafts
for internal combustion engines [Brandes 1998, Thiemann et al. 1999], but also for attaching chain
wheels or belt wheels on shafts. The production technology is described briefly below.

2. Internal high pressure assembly of press fits

The original components "hollow shaft" and "hub" have a certain amount of clearance before joining,
unlike the conventional shrink fits; in other words the diameter of the hole in the outer component
(hub) is slightly larger than the outside diameter of the shaft. Typical values for the diameter-related
clearance lie between 0,05 and 0,2 mm.
Once the shaft is positioned in the hub, the flaring tool with the seals is introduced into the shaft.
Using a suitable measurement system, the seals are positioned with precision immediately adjacent to

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the two edges of the hub. The hydromedium (fluid) is fed in under pressure through the hole in the
flaring tool, and only the annular chamber between the main body of the flaring tool and the inner
diameter of the shaft fills up [Brandes 1998], Figure 1.

Figure 1. Principle of internal high pressure assembly

As the pressure continues to increase, at first only the shaft flares locally without contacting the hub
once the clearance in the joint has been overcome (Figure 2, εCl: Stretching the shaft to overcome the
clearance), the shaft is positioned adjacent to the hub and both components expand together. Because
of the choice of yield limit ratio between the two parts being joined, where the shaft material has a
lower yield limit than the hub material, the shaft is formed in plastic and the outer part is only flared in
an elastic manner. After the internal pressure of the fluid has been completely released, both
components spring back parallel to Hooke's straight line from different levels as the starting point in
accordance with the used material combination.

Figure 2 (left) shows the prinicple joining procedure in a stress-strain-diagram for materials with the
same Young’s modulus (e.g. steel). The spring-back behaviour of the hub (denoted by εH1) is
considerably greater than that of the shaft (εS) due to the more powerful component forces, and a firm
press fit is established between shaft and hub. If the yield limit of the hub is set further up higher (hub
2 in Figure 2), even greater normal forces occur in the joining zone; as a result of these forces the load
capacity of the press fit can be considerably increased. It should mentioned briefly that the actual
conditions are rather more complicated since the two components do not spring back to the point σ=0.
Otherwise the tangential tensile stresses in the hub would be zero, and it would be impossible to
achieve any compression in the joining area.

If, on the other hand, the aim is to produce a press fit in which the yield limit of the shaft is greater
than that of the hub, then it is not possible to implement a press fit due to the hub's weaker spring-back
behaviour relative to the shaft (εH<εS), with the result that it is not possible to transmit torque or force,
Figure 2 (right).

Based on these factors, it is equally difficult to attach hubs made from aluminium alloys on steel shafts
(Young’s modulus: ESt/EAl≈3). Notwithstanding the obviously greater spring-back path of the
aluminium hub, the spring-back forces of the outer part are also correspondingly smaller due to the
smaller Young’s modulus, Figure 3. The torque transmission would thus be greatly restricted.
Furthermore, these days are no aluminium alloys available that have greater yield limits than those of
the materials normally used for the shafts [Issler et al. 1995] (c.f. Section 3). The level of uniform
elongation in the shaft material could represent a further obstacle in this respect.

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 Figure 2. Left: Stress-strain-diagram for high-strengthed hub materials; right: stress-strain-
diagram for low-strengthed hub material

Figure 3. Stress-strain-diagram for hub material with low Young’s modulus

3. Materials
With internal high pressure assembled shaft-hub-connection, the joint pressure is produced by the
plastic deformation of the shaft and the resulting prevention of re-deformation of the shaft and hub.
The choice of a suitable material combination does not therefore depend only on the yield limit ratio
of the two materials being joined, but also importantly on their strain ratio.
In order to arrive at an initial, theoretical estimation for the material combination, the following
formula derived from the stress-strain diagram can be applied:
Assuming that the spring-back behaviour of the shaft must be less than that of the hub (εS<εH; e.g.
Figure 2 left), Hooke's Law for the single-axle tension state

σ =E⋅ε (1)

can be transformed to (with σ=yield limit Re,Shaft of shaft and Re,Hub of hub)

R e, Hub E Hub
> (2)
R e, Shaft EShaft

Here, the hub material must not be loaded beyond its yield limit, and the shaft material must exhibit a
sufficient breaking elongation. The following interesting points can be drawn from the above formula:

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an insufficient yield limit can be compensated by a good strain ratio of shaft and hub, and as the
difference between the ratios increases, so the joint pressure of the press fit will rise.
At the IMW an example of the material combination used for the tests is St 52-3 (shaft; EN S355) and
42CrMoS4 (hub). The St 52-3 is an excellent material because of its low, yet salient yield limit. The
heat-treated steel 42CrMoS4 used as a hub material has a relatively high yield limit which results in a
high yield limit ratio Re,Hub/Re,Shaft≈2,5. The Young’s modulus ratio is EHub/EShaft≈1 (c.f. Figure 2). In
this way, favourable conditions are provided for producing a firm press fit.
Other combinations of materials, e.g. for the production of internal high pressure assembled camshafts
[Thiemann et al. 1999, Brandes 1998], exhibit similar ratios of yield limit and strain ratios. If different
materials are used, e.g. steel as the hub material and a hollow aluminium shaft (tube), then the
favourable yield limit conditions are compensated by the poorer Young’s modulus conditions, and
only a low joint pressure is achieved.

4. Characteristic features of internal high pressure assembled press fits

Various special characteristics result purely from the process of internal high-pressure joining, and
these have a critical influence on the quality and dependability of the product as well as on the
acceptance and wider deployment of this joining technology.
Like all machine elements, internal high pressure assembled joints are influenced by the following
specialised technical fields:
• Design techniques / machine elements
• Manufacturing / joining techniques
• Materials / tribology
Nevertheless, a brief look at certain of the special characteristics are given below.

4.1 Design techniques / machine elements

To attach the hub securely to the shaft, suitably ductile component zones are necessary during the
flaring process, c.f. section 2. The design of the hub therefore requires thin-walled areas which are
responsible for the transmission of power or torque during operation. The rigidity of thick-walled hubs
(Figure 4 left) leads to the normal forces in the joint area being too weak as a result of the component
being more difficult to flare. In consequence, the version of hub with thin-walled shoulders as shown
in Figure 4 (right) or with generally thin-walled external components will become established; these
hubs allow the deformation that is necessary in order to assemble the press fit. The design principle of
“allow for expansion” [Pahl 1997] is considerably enhanced by this factor, and is becoming
increasingly significant. The overall design is consistent with lightweight philosophy. Another
characteristic of internal high pressure assembled connections is dimensioning with partially-plastic
material deformation. Similar methods have already been tested successfully at the IMW on weakened
shrink fits and spline joints [Tan 1993, Wesolowski 1996, Dietz et al. 1998].

Figure 4. Left: shaft with thick-walled hub; right: hub with thin-walled shoulders on margins

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4.2 Manufacturing / joining techniques
The flaring tool must be designed in such a way that local flaring of the components and reliable
sealing off of the compression space is guaranteed, Figure 1. The joining equipment and hydraulic unit
(pressure generation unit, control system etc.) require very little space in comparison with the massive
presses used in the manufacture of vehicle body parts, as the only requirement for assembly is local
high pressure with virtually no flow rate. Furthermore, for most modern applications the shaft (tube)
can be provided as a standard product, which in turn provides a considerable benefit in terms of cost.
Measuring operations are performed within the production process in parallel to the assembly process;
this involves measuring feelers on the hub surface recording the flaring of the component, which is
dependent on the pressure of the hydraulic medium.
A significant advantage of internal high-pressure assembly is already provided by the prerequisites for
the procedure. The clearance required in the assembly renders this assembly process less sensitive to
component tolerances than conventional shrink fits.
Use of the most up-to-date technology means that expertise in fabrication is supplemented by an actual
turn-key functionality.

4.3 Materials / tribology

Tribology can be defined as the scientific and technical study of stress to a material surface produced
by contact with and movement relative to a mating body. The dynamic, physical and tribological
mechanisms that play a part in a tribological process are fundamentally dependent on the tribological
use, e.g. sliding, flowing and impacting. DIN 50320 here provides useful assistance with assigning the
tribological situation to the mechanisms that cause it, which may occur singly or in combinations.

With the shaft-hub-joint produced by means of internal high pressure assembly, local slipping occurs
in the marginal areas as a tribological form and causes adhesion and a tribo-chemical reaction. Due to
the small contact surfaces (micro-contact surfaces) on the peaks of the uneven surface at the beginning
of the joining process, with the result that the peaks undergo very extensive plastic deformation. This
brings about strain-hardening and, with the tangential relative movements that also occur, local fusion;
as a result particles become detached or contribute to increasing the torque that can be transmitted (c.f.
Table 1). Another manifestation of wear is the tribo-chemical reaction which occurs when main
bodies, counterbodies and the adjoining medium (oils, greases, powders) undergo chemical reactions
with one another.

5. Investigation results
Initial systematic tests on internal high pressure assembled press fits are currently being carried out at
the IMW. Figure 5 shows a model used for the finite element investigations; the flarings of the outer
diameter of the hub under maximum pressure at the joint and following release of pressure back to
zero can be seen in Figure 6 for the real joining process in comparison to FEM calculations. The
measured values and the results of computer simulations show a very good correspondence.

The transmittable torque moment for constant max. fluid pressure pmax depend on the outer diameter of
the hub: a press fit with a thin-walled designed hub can transfer higher torques due to the more ductile
behaviour than a thick-walled hub. Hubs with greater outer diameter are more rigid and can not so
easy flared as hubs with small outer diameter, Figure 7. The product of the integral of normal force at
the joint after the pressure is released, the friction coefficient and the compression joint radius
represents the theoretical torque transmission of the joint.

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 Figure 5. Shape of specimen used for FEM calculation and experimental tests

Figure 6. Comparison of hub outer diameter flaring measured during joining process and FEM
calculation (shaft diameter 26,5 mm; fitting length 14 mm)

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Figure 7. Influence of hub outer diameter on normal force distribution in the joining zone (shaft
diameter 26,5 mm; fitting length 14 mm; max. fluid pressure 300 MPa)
The tests also include investigation of the internal high pressure assembled press fits when loaded with
pure torque. This is done on a test rig, loading the test joints (shaft: St 52-3, hub: 42 CrMoS 4,
components assembled dry) with quasi-static torsion until they slip completely. The recorded values
for twisting angle and torque can be used to calculate the characteristic value “loosening torque
moment Tl”. By way of example, Figure 8 shows this characteristic situation for a thin-walled test
specimen (Tl=100 %).

Figure 8. Torque-angle of twist-diagramm for a thin-walled internal high pressure assembled

press fit after joining process

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Following this, the test specimen concerned is subjected to a dynamic alternating torsion test with a
starting amplitude of 80 % of the loosening torque moment Tl of the new press fit over 10 million load
cycles. On the assumption that this loading amplitude is large enough to cause relative displacements
between shaft and hub at the edges of the joint (local slippage of shaft and hub, even alternating
slippage, c.f. e.g. [Gropp 1983, Leidich 1988], the tribo-reactions taking place in these areas would
have to lead to an increase in the torque transmission capacity with the specimen as it stands. The
quasi-static torsion test is therefore repeated after the dynamic torque test for checking purposes. In the
joints tested so far it has been possible to confirm the above assumption; Table 1 shows the increase in
torque transmission capacity for selected joints as a result of local slippage between shaft and hub at
the edges of the joint. The contact zone of test specimen D after more than 12 million load cycles is
shown in Figure 9. The experimental tests of all specimans were stopped after 10 million load cycles
at the highest test torque level without damage. Higher alternating torsional moments could not be
applied due to shaft fatigue in the cylindrical area beyond the joining zone. It should be notend if the
local slippage between shaft and hub exceeds a certain value, fretting damage and fracture may occur
in the joining zone.

Table 1. Experimental results of static torsion test; load increasing effects due to slippage
between shaft and hub under alternating torque (training effects)
Test specimen Loosening moment Tl1 [%] Loosening moment Tl2 [%]
before alternating torque test after alternating torque test
A 100 122
B 100 133
C 100 135
D 100 219

Figure 9. Specimen D after 12,4 million load cycles under alternating torque (T=±270 Nm)

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In accordance with the design options stated in section 4.1, the assembly of a belt wheel on a hollow
shaft was simulated as a possible example application with respect to the theoretical torque
transmission using the finite element method, Figure 10 (left). The selection of geometric parameters
here was oriented to corresponding examples presented in printed material. The shaft material has a
yield limit of 400 N/mm2, and the maximum pressure at the joint has been limited to 400 N/mm2.
The distribution of normal force in the joining zone of shaft and hub that develops at maximum
pressure and after assembly is shown in Figure 10 (right). It is clear that the margins of the joint do not
exhibit the edge support that is typical in conventional shrink fits, thereby reducing the notch effect.
The reduced compression effect in this area encourages relative movements between the two
components under torsion, and this can lead to an increase in the torque load capacity, c.f. Table 1.
Due to the increased rigidity of the wheel body around the ridge, the flaring is made more difficult
locally; this results in a reduced level of normal force at this joint after the pressure is taken back to
zero.

Figure 10. Left: belt wheel fitted on a shaft; right: normal force distribution in the fitting zone
[Dietz et al. 1999]
The product of the integral of normal force at the joint after the pressure is removed, the friction
coefficient and the compression joint radius represents the theoretical torque transmission of the belt
wheel, Table 2. This value can be viewed initially only as an orientation value, because, amongst other
reasons, the question of the dynamic load capacity of the joint has been impossible to answer
satisfactorily so far using FEM calculations. The effect of transverse force from the load on the belt
has also not been taken into account.

Table 2. Theoretical transmittable torque based on FEM calculations for various friction
coefficients for a shaft with an internal high pressure assembled belt wheel (wheel diameter 100
mm; shaft diameter 30 mm; fitting length 14 mm) [Dietz et al. 1999]
Friction coefficient µ [−] Theoretical transmittable torque FEM [Nm]
0,12 259
0,15 323
0,18 388
0,21 466

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6. Tendencies
One of the challenges posed by this young and innovative joining technology is working out a design
and calcualtion guideline which allow the structures and elements to be arranged in accordance with
technical and economic factors. This is an essential prerequisite for the general acceptance and growth
of internal high pressure assembly as a safe and serious alternative to other assembly techniques (e.g.
shrinking, adhesion). As a leading research institution in the field of machine elements, the IMW has
been conducting tests on the load capacity of internal high pressure assembled press fits through.
In accordance with the features listed in section 4, new design principles, focused towards the specific
characteristics of this assembly technique, will emerge and become established. Engineers are
focusing attention in areas that include the development of something along the lines of the "tailored
shafts" from the field of sheet metal with adapted characteristics and functions. For example, internal
high pressure assembled segments (shaft with chain wheel or belt wheel) could be attached to the "rest
of the entire shaft" by means of friction welding or laser beam welding. Material and manufacturing
costs could possibly be significantly reduced if shaft shoulders were produced by internal high
pressure assambly of bushes on the shaft instead of "turning them from a solid block".
The content of design and machine element lectures at technical universities should be extended
towards part-plastic dimensioning methods. To some extent, the potential for a setup that exceeds the
yield limit locally can be rated as very good [Tan 1993, Wesolowski 1996, Dietz et al. 1998].

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elastischen und teilplastischen Bereich. PhD Thesis, Technische Universität Clausthal/Germany, 1993
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den Smart (Teil 1). Motortechnische Zeitschrift MTZ, Vol. 60 (1999) No.11
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Dipl.-Ing. Martin Garzke

Technische Universität Clausthal
Fritz-Süchting-Institut für Maschinenwesen
Robert-Koch-Str. 32; 38678 Clausthal-Zellerfeld/Germany
Tel.: +49 5323 722270; Fax.: +49 5323 723501; garzke@imw.tu-clausthal.de

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