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Mrs Archana
I Research
OF LENGTH
S.Chavan
Scholar
OF PROPELLER
Mr.Chavan
S. S2.
Research Scholar
SHAFT
Assistant Professor
Abstract
The power from Transmission shaft should be transmitted to the Rear axle of the vehicle. The axis
of the Transmission and the connecting member of Rear axle are at an angle, which changes with the
variation in load or the road condition. To facilitate the power transmission at a variable angle a Propeller
shaft is used. With respect to the geometrical construction the Propeller shafts are categorized into single
piece two-piece and three-piece propeller shafts.
In case of two or multi stage propeller shaft length of the rear propeller shaft is subjected to
variation while the remaining propeller shafts are rigid members; i.e. do not change in length. The variation
in the length of rear propeller shaft is allowed using a splined shaft. Generally length of the propeller shaft
is decided after freezing the remaining aggregates. It is assumed that the inclination of cross member
bracket (in case of multistage propeller shaft) is also decided based on the requirement criteria such as beta
equivalent angle. The maximum and minimum length of the propeller shaft required is found in this paper
there by finding the slip required for the particular vehicle. The main objective of the paper is to find the
length of the propeller sha ft.
A Microsoft Excel program is made which reveals the calculation. Hence, if a parameter is
changed, its effect in the other output values can be easily seen.
Keywords:
1. INTRODUCTION
Where the engine and axles are separated
from each other, as on four-wheel-drive and rearwheel-drive vehicles, it is the propeller shaft that
serves to transmit the drive force generated by
the engine to the axles. For its usage, the optimal
shaft is a short, bar-like product. The longer the
bar, the more liable it is to sag and sagging is
further promoted when rotation is applied.
Sagging causes vibration and results in an
increase in noise, to such an extent that the shaft
is likely to break when the critical speed is
exceeded. The propeller
shaft is naturally
designed not to break when used within the
service limits expected of use. In addition. it is
is subjected to variation while the remaining
propeller shafts are rigid members; i.e. do not
r>
Fig. 1 Schematic
Representation
2. TYPES OF PROPELLER
SHAFT 13)
of vehicle
shaft
(CourtesY)
- The dynamic damper inserted into the pipe
reduces
the
vibration
and
noise.
Fig. 4 Three
3. EVALUATJON
shaft
METHOD
3.1 MECHANJSM
AFFECTJ
G
PROPELLER
SHAFT LE GTH
Different mechanisms
that affect the length of
the propeller shaft are found to be
I. Axle path of the rear suspension system
2. Static brake windup
I. Axle path of rear suspension
system
The length of the propeller shaft attains
the extreme conditions because of the motion of
the suspension system. The path traced by the
axle is identified and at each configuration
lenzth
of the propeller
shaft is foun-d. Differe;ce
between the maximum
and minimum
lengths
gives the slip that should be allowed.
As the spring leaves of constant cross
section
properly
stepped
to approach
the
condition of uniform strength is deflected, it will
assume the shape of circular arc at all loads
between zero and maximum load, provided it has
a circular arc shape or is flat at no load or at anv
given load.
mechanical
form of the
the elastic
is usually a
Spring:
Spring part made in a particular configuration to
provide a range of forces over a significant
deflection or to store potential energy.
Springs are employed to exert forces or
torques in a mechanism or to absorb the energy
of suddenl_ applied loads. Springs frequently
operate with high values of working stresses and
with loads which are continuously
varying.
Helical and leaf springs are in widest use. The
springs take care of two fundamental
vertical
actions: jounce & rebound. [ I I]
JOUNCE
(Bump) occurs when the wheel hits a
bump & moves up. It is upward displacement of
wheel relative to the car bodv. When this
happens. the suspension systems -acts to pull in
the top of the wheel, maintaining
an equal
distance
between
the two front wheels &
preventing a sideways scrubbing action as the
wheel moves up and down. Road bumps or
speed breakers function as speed reducing by
inducing jerks & vertical acceleration. The driver
knov s that higher the speed. the greater the
discomfort S: forces on the 'vehicle. The degree
of comfort varies with the bump profile, height
gradient, length & vehicle parameters. (12]
REBOUND
(Droop) occurs when the wheel hits
a dip or hole and moves downwards.
It is
downward displacement
of wheel relative to the
car body. In this case. the suspension system acts
to move the wheel in at both the top and bottom
equally, while maintaining
an equal distance
between the wheels.
The spring goes back & forth from jounce to
rebound. Each time, jounce & rebound become
smaller &smaller. This is caused by the systems
molecular
structure
and the suspension
pivot
joints.
A shock absorber
is added to each
suspension to dampen and stop the motion of
spring after each jounce.
Cantilever
Spring
For a spring of this type the center of
the eye of the Berlin type moves in a path with
radius of 0.751 central to the main leaf: I being
the front length minus the inactive length on
front spring. If a distance 'e from centers-of the
main leaf offsets the eye center. the center of arc
will be offset by 0.5e in the opposite direction.
This construction
reproduces the change of arc
of I% up deflection of
0.6\.
-. -.
. -.~-I
,-.
I
I
;L1
L2
:P'
fo i .
----+.
; ; ; e2
--+;;
L3
I
I
Y
L4! L5
It
"""7
i
Y
el
Fig. 5 Ray Diagram
of propeller
shaft
6.
I.
Distance between
UJ cross center
../
I.
2.
3.
4.
5.
I.
shaft
shaft
CALCULA TlON
SHAFT (2PIECE)
INPUT
FRAME
ENG.
MTG.
GEAR
BOX
PROP.SH.
XI
e2
25
Xl
YI
2410
]3].5
X2
Y2
Tl
el
L7
70
]85
Ll
375
L2
134.1
L3
]76
L4
596
L5
83.3
3980
131.5
REAR
AXLE
SUSP.
Distance between the center of the rear axle and the flange face (in Z
direction)
Distance between the center line of rear axle and the flange face center
(in y direction)
zl
40
ra
88.5
zO
T5
388
1.75
Lxz
45
P2
]00
P3
]600
Hs
196
De
30
OUTPUT
Distance between the CL of Engine and the CL
of front axle
Angle of inclination of Engine with the X
axis(in radians)
Inclination of mounting face of rear axle( In
radians)
Total Length between CL of front axle (0) and
GB flange yoke center (B)
Coordinates of 0
Coordinates of B
Distance between two pivots of the spring
Inclination of spring with the line joining
pivotes on the frame
Angle between two pivotes on frame with
respect to top of the frame
Inclination of spring with the vertical axis ( Y
axis)
X coordinate of Center of main spring leaf (from
front axle)
Y coordinate of Center of main spring leaf (from
front axle)
X coordinate of bottom of spring/rear axle
center
Y coordinate of bottom of spring/rear ax Ie
center
Distance of rear axle center from top of the
frameiby program)
Length of differential housing from center of
axle to the yoke
Inclination of rear axle center with respect to x
axis
Distance between the bottom of spring and the
pinion connected to the propeller shaft
45
TI in radians
0.034906585
T5 r
0.030543262
OB
1319.372571
o (x, v. z)
0
1318.568844
B(x,y,z)
PI
P4
186.57143
232.61687
1570
32.84375
ALFAI
0.060197223
3.4490468
T3a
Ts
0.060197223
Xr
3233.550955
Yr
] 79.6286984
Xb
3220.8570 I I
Yb
Hsl
390.2465129
211
L8
438
z3
471.3
T3
1.699046791
z l+ra
z2
128.5
114.5199903
3.395473595
471.5072965
z4
z5
0.029654
DE-x
Dz
474.9027701
2745.954241
504.7161549
45
DBsx
474.9027701
Dbsy
114.469642
Ox
Dy
o (x, v, z)
2745.95424 I
1453.785435
504.71615
7. RESULT
RESULT
Length of propeller shaft 2 ( from flange end to
the flange end)-FLAT SPRING CONDITION
Prop2
I 1620.385435
2403.42849 I
2500.387487
96.95899546
1.536835
88.05416
8. CONCLUSIO
The maximum and minimum length of
the propeller shaft required is found in this paper
there by finding the slip required for the
particular vehicle. A Microsoft Excel program is
made which reveals the calculation. Hence, if a
parameter is changed. its effect in the other
output values can be easily seen.
9. REFERE 'CES
I). H. I. F. Evernden, "The Propeller Shaft or
Hooke's Coupling and the
Cardan Joint, ..
Proceedings of the Institution of Mechanical
Engineers.
October, 1949. PP. 5-6.
2). Thomas. D. Gillespie. 1994. Fundamentals of
Vehicle Dynamics, PP. 24.
3).http://v,,\w.showa/
.com/enJProducts/4rs/Propeller.
S. html.