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Tribology in the Automotive Sector
Published in Jitendra Kumar Katiyar, Alessandro Ruggiero, T.V.V.L.N. Rao, J. Paulo Davim, Industrial Tribology, 2023
Sudheer Reddy Beyanagari, P. Kumaravelu, Dhiraj Kumar Reddy Gongati, Yashwanth Maddini, S. Arulvel, Jayakrishna Kandasamy
A propeller shaft, also known as a drive shaft, is a component that transfers torque from the transmission to the transfer case and driving axles. The drive shaft is stressed by torsion or shear as it carries torque; as a result, it must be able to withstand the load while avoiding the addition of too much weight, which will simply increase their inertia. While the vehicle travels on the road, it has to experience rough road conditions containing ups and downs. Thus, the propeller shaft has to withstand shear force, transfer layer torque, higher dynamic and vibrating forces to the rear axles. Otherwise, the vehicles cannot run at this junction. While doing so, high friction takes place and this, in turn, leads to more wear and tear. Moreover, the drive shaft is employed differently in front-wheel drive, four-wheel drive, and front-engine, i.e., rear-wheel drive in automobiles. It is also seen in motorbikes, locomotives, and ships. Hence, a hollow and a solid shaft move relative to each other. A rubber element is placed between the sliding tube and sliding shaft to absorb shocks. In addition, the engine and the gearbox are linked to the vehicle’s frame, via flexible mountings or bearings, which help to improve tribological conditions and smooth operating motion. Thus causes a change in the length of the propeller shaft, which is adjusted by the slip joint so as to reduce vibration. Generally, the propeller shaft is manufactured with tabular hardened alloy steel and sometimes it is comprised of steel, spring steel and Al/SiCp composites [24].
Propeller Shaft, Differential and Rear Axles
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
A media or shaft through which the gearbox output power is transferred to the axle is called propeller shaft. One end of the propeller shaft is connected to the gear box output and the other end connects to the final drive through universal joints. The shaft may be a one- or two-piece construction. It consists of universal joints/constant velocity joints and slip joints. In the case of the two-piece construction, there is a rubber-mounted bearing at the mid-point. A conventional universal joint consists of two yokes, connected to each end of the propeller shaft, a central or cross piece is attached to connect the two yokes. As the angular position of the shaft changes, the cross piece connected will turn in the bearing of the yoke. To overcome this problem of variations in speed and torque, special types of joints are provided in this assembly called constant velocity joints.
Transmission
Published in Andrew Livesey, Practical Motorsport Engineering, 2019
On conventional layout vehicles, this includes many vans and trucks, the gearbox is mounted on the rear of the engine and supported by the chassis; the rear axle is mounted on the road springs. The function of the propeller shaft is to transmit the drive from the rear of the gearbox to the rear axle, so propelling the car. The rear axle moves up and down with the road springs as the vehicle travels over bumps. This movement means that the angle of the propeller shaft between the gearbox and the rear axle changes as the car moves along the road. To accommodate changes in this angle, a moving joint is fitted at the ends of the propeller shaft. As the rear axle moves up and down it also tends to rotate if it is mounted on leaf springs. The rear axle moves in an arc; this is called the nose arc. As the axle rotates this arc causes the distance between the gearbox and the axle to change. To allow the propeller shaft to increase and decrease in length to accommodate movement of the axle a sliding joint is fitted to the propeller shaft. The sliding joint allows up to 75 mm (3 inch) of variation in length of the propeller shaft.
Optimization of glass epoxy composite driveshaft for light motor vehicles using fuzzy logic technique
Published in Australian Journal of Mechanical Engineering, 2022
Rajaram M. Shinde, Suresh M. Sawant
Comparative torsional test results of steel and glass epoxy composite drive shaft are plotted in Table 9. In case of a steel shaft, the torque required to produce angular displacement 4.6º (0.08 radian) is 2730 Nm. The shear stress for this torque is 188.4 MPa. The conventional material used for propeller shaft is Steel SM45C whose shear strength is 370 MPa so the steel shaft is safe at angular deformation 0.08 radians. The glass epoxy composite driveshaft is twisted for the same angular deformation 4.6º which requires the torque equal to 2037 Nm.