DESIGN AND ANALYSIS OF SHAFT

A PROJECT REPORT

Submitted by

K.S.BALAJI 731720402001

in partial fulfillment for the award of the degree

of
MASTER OF ENGINEERING
IN
CAD/CAM ENGINEERING

M.P.NACHIMUTHU M.JAGANATHAN ENGINEERING COLLEGE

AN ISO 9001:2015 CERTIFIED INSTITUTION,
SUDHANADHEN KALVI NAGAR,
CHENNIMALAI, ERODE-638112
ANNA UNIVERSITY : CHENNAI 600 025

SEPTEMBER 2021
 ANNA UNIVERSITY : CHENNAI 600 025
BONAFIDE CERTIFICATE
Certified that this project report “DESIGN AND ANALYSIS OF SHAFT” is
the bonafide work of
K. S.BALAJI 731720402001
who carried out the project work under my supervision.

SIGNATURE SIGNATURE
Dr.K.P.VETRIVEL, M.E., Ph.D., Mr.S.ANANDHARAJ, M.E.,
HEAD OF THE DEPARTMENT, SUPERVISOR,
Professor, Assistant Professor,
Mechanical Engineering, Mechanical Engineering,
M.P.Nachimuthu M.Jaganathan M.P.Nachimuthu M.Jaganathan
Engineering College, Engineering College,
Erode-638112. Erode-638112.

Submitted for the Anna University examination held on………………….

INTERNAL EXAMINAR EXTERNALEXAMINAR

 ACKNOWLEDGEMENT
We wish to express our sincere thanks to our beloved correspondent
“Bharat Vidya Shiromani” Dr.Vasantha Sudhanandhen, M.A.(Tamil),
M.A.(History), B.Ed., Correspondent, M.P.Nachimuthu M.Jaganathan
Engineering College, a person of simplicity and humanity for ample facilities
made in our campus.
We extend our deep sense of gratitude to our most respectful person
Dr.M.Ramesh, M.E., Ph.D., Principal, M.P.Nachimuthu M.Jaganathan
Engineering College, for encouraging us.
It is our great pleasure to express our deepest sense of gratitude to
Dr.K.P.Vetrivel, M.E., Ph.D., Head of the Department, Department of
Mechanical Engineering, M.P.Nachimuthu M.Jaganathan Engineering College,
for his valuable guidance and suggestions in carry over this course and project
work.
We greatly indebted to our project co-ordinator, Mr.S.Anandharaj,
M.E., Assistant Professor, Department of Mechanical Engineering and Mr.
V.Rajesh kumar, M.E., Assistant Professor, Department of Mechanical
Engineering, our project guide is warmly acknowledged by us for their
technical, worthy guidelines in finishing our project successfully. This work
would not have got success without them.
Finally, we express our heartfelt thanks to our parents, faculty members
and friends for their constant encouragement with excellent guidance and
blessing.
 ABSTRACT

The objective of this chapter is to introduce the concepts and principles of shaft
design. Specific attention is given to the arrangement of machine elements and
features on a shaft, the connection of shafts, determining the deflection of shafts
and critical speeds as well as specifying shaft dimensions for strength and
fluctuating load integrity. An overall shaft design procedure is presented
including consideration of bearing and component mounting and shaft dynamics
for transmission shafting.

The term shaft usually refers to a component of circular cross

section that rotates and transmits power from a driving device, such as a motor
or engine, through a machine.

I
CHAPTER NO TITLE PAGE NO

ABSTRACT

LIST OF TABLES

LIST OF FIGURES

LIST OF SYMBOLS

I. INTRODUCTION

II. LITEATURE REVIEW

III. ANALAYSIS OF SHAFT

Properties of shaft material

Effects of deformation

Bending of the shaft

Tensile strength of shaft 38

Brittle strength of shaft 38

Fractures of shaft 39

Methodology 40

Data collection 41

Theoretical method 41

4.10.3. Bending moment 42

4.10.4. Shear force 43

 4.10.5. Twisting moment 43

4.10.6. Shear stress 43

4.10.7. Radial force 44

4.10.8. Cooling system 44

4.11. Theoretical calculation 45

4.11.1. Radial force 45

4.11.2. Impulse force 46

4.11.3. Total load 46

4.11.4. Shear force 47

4.11.5. Bending moment 48

V RESULT AND DISCUSSION 51

5.1. Introduction 51

5.2. Importance of ANSYS 51

5.3. Role of simulation 52

5.4. Solution justified 52

5.5. Finite element analysis results 53

VI CONCLUSION 60

VII REFERENCE 61
 LIST OF TABLE

TABLE NO TITLE PAGE NO

 LIST OF FIGURES

FIGURE NO TITLE PAGE NO

 LIST OF SYMBOLS

SYMBOLS DESCRIPTION

 C Degree Celsius

 f Degree Fahrenheit

Kw Kilowatt

RPM Revolution Per Minute

Kg Kilogram

M Meter

Mm Millimeter

N Newton

N/m Newton/meter

Mpa Mega Pascal

 XI

CHAPTER-I

INTRODUCTION

The objective of this chapter is to introduce the concepts and

principles of shaft design. Specific attention is given to the arrangement of
machine elements and features on a shaft, the connection of shafts, determining
the deflection of shafts and critical speeds as well as specifying shaft
dimensions for strength and fluctuating load integrity. An overall shaft design
procedure is presented including consideration of bearing and component
mounting and shaft dynamics for transmission shafting.

The term shaft usually refers to a component of circular cross

section that rotates and transmits power from a driving device, such as a motor
or engine, through a machine. Shafts can carry gears, pulleys and sprockets to
transmit and power via mating gears, belts and chains. Alternatively, a shaft
may simply connect to another via a mechanical or coupling. A shaft can be
stationary and support a rotating member such as the short shafts that support
the non driven wheels of automobiles often referred to as spindles.

Fig. 1.1. Typical shaft arrangements.

 Fig. 1.2. An example of a machine shaft.

Fig. 1.3. Example of gear shafts.

Shafts typically consist of a series of stepped diameters

accommodating bearing mounts and providing shoulders for locating devices
such as gears, sprockets and pulleys to butt up against and keys are often used to
prevent rotation, relative to the shaft, of these ‘added’ components. A typical
arrangement illustrating the use of constant diameter sections and shoulders is
illustrated in Fig. 7.5 for a transmission shaft supporting a gear and pulley
wheel.
 Fig. 1.4. Typical shaft arrangement incorporating constant diameter
sections and shoulders for locating added components.

Shafts must be designed so that deflections are within acceptable

levels. Too much deflection can, for example, degrade gear performance, and
cause noise and vibration. The maximum allowable deflection of a shaft is
usually determined by limitations set on the critical speed, minimum deflections
required for gear operation and bearing requirement. In general, deflections
should not cause mating gear teeth to separate more than about 0.13 mm and the
slope of the gear axes should not exceed about 0.03 degrees. The deflection of
the journal section of a shaft across a plain bearing should be small in
comparison with the oil film thickness. The critical speed (see Section 7.4) is
the rotational speed at which dynamic forces acting on the system cause it to
vibrate at its natural frequency. Operation of a shaft at this speed can cause
resonance and significant vibrations that can severely damage a machine and is
therefore a key consideration in the design of a rotating machine. Torsional and
lateral deformation both contribute to lower critical speed. In addition, shaft
angular deformation at rolling element bearings should not exceed 0.04 degree,
with the exception being self-aligning rolling element bearings.
 Shafts can be subjected to a variety of combinations of axial,
bending and torsional loads(see Fig. 7.6) which may fluctuate or vary with time.
Typically, a rotating shaft transmitting power is subjected to a constant torque
together with a completely reversed bending load, producing a mean torsional
stress and an alternating bending stress respectively.

Fig. 1.5. Typical machine shaft loading and deflection

As indicated previously, shafts should be designed to avoid

operation at, or near, critical speeds. This is usually achieved by the provision of
sufficient lateral rigidity so that the lowest critical speed is significantly above
the range of operation. If torsional fluctuations are present the torsional natural
frequencies of the shaft must be significantly different to the torsional input
frequency. This can be achieved by providing sufficient torsional stiffness so
that the shaft's is much higher than the highest torsional input frequency.

Rotating shafts must generally be supported by bearings. For

simplicity of manufacture, it is desirable to use just two sets of bearings. If more
bearings are required, precise alignment of the bearings is necessary. Provision
for thrust load capability of the shaft is normally supplied by just one taking
thrust in each direction. It is important that the structural members supporting
the shaft bearings are sufficiently strong and rigid.
1.1 TYPES OF SHAFT:

They are mainly classified into two types.

 Transmission shafts are used to transmit power between the source and
the machine absorbing power; e.g. counter shafts and line shafts.
 Machine shafts are the integral part of the machine itself; e.g. crankshaft.
 Axle shaft.
 Spindle shaft.

1.1.1. AXLE SHAFT:

The axle shaft (half shaft) transmits the drive from the differential
sun wheel to the rear hub. The arrangement of a simple rear axle can be seen in
the figure, the road wheel attached to the end of the half shaft, which in turn is
supported by bearing located in the axle casing. The diagram illustrates the
forces acting on the rear axle assembly under a under different operating
conditions.

 Operating conditions
 The total weight of the rear of the vehicle may exert a bending
action on the half shaft. Furthermore, there is a tendency for the overhanging
section of the shaft to be subject to a shearing force.

During cornering a side force acts upon the road wheel which
imposes a bending load and an end thrust becomes a ‘pull’. A side force also
tends to bend the overhanging section of the half shaft. Finally, under driving
conditions the half shaft has to transmit the driving torque which subjects the
shaft to torsional stress.

Stresses

The various types may be compared by considering the stresses the shaft
has to resist Fig. 1a shows a line sketch of a simple haft which is subjected to:

1-    torsional stress due to driving and braking torque.

2-    Shear stress due to the weight of the vehicle

3-    Bending stress due to the weight of the vehicle

4-    Tensile and compressive stress due to cornering forces.

1.2.Types of axles

Axle shafts are divided into three main groups depending on the stresses
to which the shaft is subjected:

          Semi-floating

        Three-quarter floating

        Fully floating.

1.2.1.SEMI-FLOATING:

A single bearing at the hub end is fitted between the shaft and the
casing, so the shaft will have to resist all the stresses previously mentioned.  To
reduce the risk of fracture at the hub end (this would allow the wheel to fall off),
the shaft diameter is increased. Any increase must be gradual, since a sudden
change in cross-sectional area would produce a stress-raiser and increase the
risk of failure due to fatigue. (Fatigue may be defined as breakage due to
continual alteration of the stress in the material).

Although the final-drive oil level is considerably lower than the axle
shaft, the large amount of ‘splash’ would cause the lubricant to work along the
shaft and enter the brake drum. Sealing arrangements normally consists of an oil
retainer fitted at the hub end (the lip of the seal is positioned towards the final
drive). The half shaft in this assembly required to be able to withstand the
torsion load involved in driving the road wheel, and bending loads in both the
horizontal and vertical planes plus the percentage of car weight on the wheel.

 
1.2.2. Three-quarter floating:

Having defined the semi-and the fully floating shaft, any alternative
between the two may be regarded as a three-quarter floating shaft. Fig. 2b
shows a construction which has a single bearing mounted between the hub and
the casing. The main shear stress on the shaft is relieved but all other stresses
still have to be resisted. The half shaft must withstand bending loads due to side
thrust when cornering and, of course, at the same time transmit driving torque.

1.2.3. Fully floating:

This is generally fitted on commercial vehicles where torque and axle

loads are greater.

The construction shown in Fig. 2c consists of and independently

mounted hub which rotates on two bearings widely spaced on the axle casing. 
This arrangement relieves the shaft of all stresses except torsional, so the
construction is very strong. Studs connecting the shaft to the hub transmit the
drive and when the nuts on theses studs are removed, the shaft may be
withdrawn without jacking up the vehicle. The shaft is to transmit only the
driving torque to the rear wheel.

1.2.4. SPINDLE SHAFT:

 In machine tool, a spindle is a rotating axisof the machine, which

often has a shaft at its heart. The shaft itself is called a spindle, but also, in shop-
floor practice, the word often is used metoynically to refer to the entire rotary
unit, including not only the shaft itself, but its bearings and anything attached to
it (chuck, etc.).

A machine tool may have several spindles, such as the headstock and
tailstock spindles on a bench lathe. The main spindle is usually the biggest one.
References to "the spindle" without further qualification imply the main spindle.
Some machine tools that specialize in high-volume mass production have a
group of 4, 6, or even more main spindles.
 Spindle shaft

Examples of spindles include

 On a lathe (whether wood lathe or metal lathe ), the spindle is the heart of
the head stock .
 In rotating-cutter wood working machinery, the spindle is the part on
which shaped milling cutters are mounted for cutting features (such as
rebates, beads, and curves) into mouldings and similar mill work.
 Similarly, in rotating-cutter metalworking machine tools (such as milling
machine and drill presses), the spindle is the shaft to which the tool (such
as a drill bit or milling cutter) is attached (for example, via a chuck).
 Varieties of spindles include grinding spindles, electric spindles, machine
tool spindles, low-speed spindles, high speed spindles, and more.

1.3.SHAFT MATERIAL :

Start with an inexpensive, low or medium carbon steel for the first
time through the design calculations. If strength considerations turn out to
dominate over deflection, then a higher strength material should be tried,
allowing the shaft sizes to be reduced until excess deflection becomes an issue.

The cost of the material and its processing must be weighed against
the need for smaller shaft diameters.

Material properties :

 It should have high strength

 It should have good machinability.
 It should have low notch sensitivity factor.
  It should have good heat treatment properties.
 It should have high wear resistance.

1.3.1.SHAFT LAYOUT:

• In most cases, Only two bearings should be used in most cases.

• Load bearing components should be placed next to the bearing.
• Shafts should be kept short to minimize bending and deflection.

SHOULDER:
• It allows precise positioning
• Support to minimize deflection.
• In cases where the loads are small, positioning is not very important, shoulders
can be eliminated.

SHAFT LAYOUT
1.4.DESIGN OF SHAFTS

The shaft may be designed on the basis of

1. Strength
2. Rigidity and stiffness

In designing shaft on the basis of strength the following cases may be consider
1. Shafts subjected to twisting moment only.
2. Shaft subjected to bending moment only.
3. Shaft subjected to combined twisting moment and bending moment.
4. Shaft subjected to fluctuating loads.

1.4.1.Shaft Design for Stress

• It is not necessary to evaluate the stresses in a shaft at every point; a few
potentially critical locations will suffice. Critical locations will usually be on the
outer surface.
• Possible Critical Locations, axial locations where:
1- The bending moment is large and/or
2- The torque is present, and/or
3- Stress concentrations exist.

1.4.2.DESIGN OF HOLLOW SHAFTS

Explanation:

The shaft may be designed on the basis of

1. Strength
2. Rigidity and stiffness

In designing shaft on the basis of strength the following cases may be consider
1. Shafts subjected to twisting moment only
2. Shaft subjected to bending moment only
3. Shaft subjected to combined twisting moment and bending moment
4. Shaft subjected to fluctuating loads

Solid and Hollow shaft

When the shaft is subjected to combined twisting moment ad bending moment

then the shaft must be designed on the basic of two moments simultaneously.

shaft design

1.4.3.DESIGN OF SHAFT FOR RIGIDITY:

In many cases, the shaft is to be designed from a rigidity point of view.

For a shaft subjected twisting moment, the angle of twist is given by,

the angle of twist = TL / GJ 

Where T  = Torque applied

L    = Length of the shaft

J     = Polar moment of inertia of the shaft about the axis of rotation = πDˆ4 / 32
G    = Modulus of rigidity of the shaft material. The calculations need the
modulus of rigidity of the material that makes up the shaft. This varies
depending on the material, and the values of G for many kinds of materials can
again be found in charts in design handbooks and from manufacturers.

Therefore for the known values of T, L, and G and allowable value of angle of
twist, the diameter of the shaft can be calculated.
 CHAPTER-II

LITERATURE REVIEW

Nowadays, composite materials are used in large volume in various

engineering structures including spacecraft’s,, automobiles, boats, sports'
equipment, bridges and buildings. Widespread use of composite materials
inindustry is due to the good characteristics of its strength to density and
hardness to density. The possibility of increase in these characteristics using the
latest technology and various manufacturing methods has raised application
range of these materials. Drive shafts are usually made of solid or hollow tube
of steel or aluminum. Over than 70% of single or two-piece differentials are
made of several piecepropeller shaft that result in a rather heavy drive shaft
Composite drive shafts were begun to be used in bulk in automotives since
1988.
The graphite/carbon/ fiberglass/ aluminum driveshaft tub
Was developed as a direct response to industry demand for greater performance
and efficiency in light trucks, vans and high performance automobiles. The
main reason for this was significant saving in weight of drive shaft; the results
showed that the final composite drive shaft has amass of about 2.7 kg, while this
amount for steel drive shaft is about 10 kg. The use of composite drive shafts in
race cars has gained great attention in recent decades. When a steel drive shaft
breaks, its components, are thrown in all directions such as balls, it is also
possible that the drive shaft makes a hole in the ground and throw the car into
the air. But when a composite drive shaft breaks, it is divided into fine fibers
that do not have any danger for the driver. Numerous studies have been carried
out to investigate the optimal design and analysis of composite drive shafts with
different materials and layers orientation. C.Sivakandhan&P.sureshprabhu
studied that the epoxy/glass fibre composite can be employed in the driveshaft.
 Moreover, author believes that the real ANSYSanalysis should be
done to verify the stability of developed composite material under the proposed
concept. The usage of composite materials and optimization techniques has
resulted in considerable amount of weight saving when compared to
conventional steel drive shaft. These results areencouraging and suggest that
glass/epoxy composite materials effectively used in engineering applications.
Pollard [2] studied different applications of composite driveshafts for
automotive applications. He compared the advantages and disadvantages of
them at various conditions. Rangaswamy and et al. [3] optimized and analyzed
an one piece composite drive shaft using genetic algorithm and ANSYS. They
found that the use of composite materials lead to the significant reduction in
weight compared to steel drive shaft.
They also reported that the fiber orientation of a composite shaft
strongly affects the buckling torque. Rangaswamy & Vijyarangan have
investigated the manufacturing of compositeshafts for automotive applications.
The composite shaft is expected to transmit certain amount of torque, hence
should have a certain torque capability. A factor of safety of 2 is chosen and
three different materials are investigated. Due to their high length/diameter
ratio, the torsional buckling capability of the shafts Composite Drive Shaft is a
Good Strength and Weight Saving to Compare Conventional Materials Design
and Analysis of E Glass/Epoxy Composite Drive Shaft for Automotive
Applications Rastogi implemented a FEA approach to design and analyze a
composite drive shaft in different conditions is also studied both experimentally
and with ANSYS modeling.In the present work an effort has been made to
design a HM-Carbon/Epoxy composite drive shaft. A one piece composite drive
shaft for rear wheel drive automotive application is designed and analyzed using
ANSYS software.
 Since performance of conventional driveshafts can be severely
limited by the critical speed and large mass inertia moment of metal shaft, it
was investigated in the second part of the paper. Thomson [4] has discussed
mechanical properties of a sandwich composites containing interfacial cracks or
impact damage when loaded edgewise compression, flexure or shear. The
implication of these findings on the structural integrity of mine hunting ship
made from GFRP/PVC foam sandwich composite is discussed. Potluri et al., [5]
have investigated stitch bonded sandwich structures of close cellular core and
woven broadcloth.
The stiffness of thes and wich panels, up to the top skin failure
increases with increase in stitch density. Kim et al., [6] has studied the failure
mode and energy absorption capabilities of different kinds of circular tubes
made of carbon, Kevlar, and carbon –Kevlar hybrid fibers composite with
epoxy resin. Based on the linear regression analysis results, the crushing
parameters generally showed good correlation wit
 CHAPTER-III

ANALYSIS OF SHAFT

3.1.Shaft design considerations include the following:

(1)size and spacing of components (as on a general assembly drawing),

tolerances,

(2)Material selection, material treatments,

(3)Deflection and rigidity, bending deflection, torsional deflection, slope at

bearings, shear deflection,

(4)Stress and strength, static strength, fatigue, reliability,

(5)Frequency response, manufacturing constraints.

3.2.Properties of shaft material:

High oxidation- resistance in air at ambient temperature is normally

achieved with additions of a minimum of 13%(by weight) chromium, and up to
26% is used for harsh enivornments. The chromium forms a passivation layer of
chromium (III) oxide (cro) when exposed to oxygen. The layer is too thin to be
visible, and the metal remains lustrous. The layer is impervious to water and air,
protecting the metal beneath. Also, this layer quickly reforms when the surface
is scratched.

Most shafts are made of hot-rolled carbon steel , but for more specialized
loads or enivornments. you may see shafts that are made of alloyed or stainless
steel. When a tensile stress is added to a material, the material beigns to deform
at a certain level of stress. This applies to steel, wood, concrete or any other
“engineering” material. In case of a motor shaft, the material is steel.

3.3.Effects of deformation:

If the stress applied to a shaft is below the yield strength, when the
stress is removed there is no permanent change in the molecules of steel. Elastic
deformation simply means that the steel shaft will return to its original shape
and dimensions when the force is removed.

In other words , if you apply enough force to deflect the shaft, and
release the force, it will spring back to the original position.

Strain is measured by the percent of deformation, and the yield

strength is the point where the strain is equal to 0.2 percent deformation. If the
applied stress is greater than the yield strength, then the deformation becomed
plastic and the steel will not return to its original shape. That is , if you bend it
past the yield strength, it remains bent.

Even if the shaft is straightened, it will still be weaker than before it

was bent. This is why we should always consider the application before
deciding whether to straighten a shaft or replace it. The maximum (or ultimate)
tensile strength is the point at which the material is just about to fracture.

3.4. Tensile strength of shaft:

Material can be classified as ductile or brittle . A material that

undergoes extensive plastic deformation before fracture is called ductile.

This simply means that it can bend ( as opposed to it “snapping”) before it

finally breaks.A stress-strain diagram for an elastic material. PointA is the yield
strength, point B is the maximum tensile strength, and point C is the point at
which the material breaks. Even if the stress between points A and B remains
stable, the strain will continue to cause deformation. There the molecules are
changing position and forming new bonds within the material.

3.5.Brittle strength of shaft:

A brittle material can undergo only a small amount of plastic

deformation before breaking . A glass rod is a good example of a brittle
material. You cannot bend it, but if enough force is applied, it snaps.

Carbon steels used to make shafts are relatively ductile materials.

However, shaft manufactured with steps of different diameters along the length.

These steps are stress raisers where a failure is more likely to

occur. Even though the material is ductile, in the presence of a radius at the
steps, the steel will act more like brittle material and may fail before it the
maximum tensile strength point. If you have ever broken bolt, you realize that
they manually break at the bolt head or the first thread. Those are both stress
raisers.

As the stress on the shaft increases, the elastic behaviour stops and
the material the plastic deformation range, where irrevocably internal changes
take place within the steel. If the stress is removed , then the shaft will not be
return to its original dimensions. If the stress continues or increases, the shaft
may bend or break, resulting in a catastrophic failure.

3.6. Fracture of shaft:

A break or fracture in a shaft is almost always initiated at some imperfection on

the face, such as a microscopic crack, and accompanished by a stress
concentration (or stress raiser) tip of the cracker.

With the applied stress ( rotational bending, overhung load,

cyclical loading, etc...) on cracks, the bond between the molecules of the steel
break and the crack spreads across the shaft. Depending on the amount of stress,
the process of crack progation may be very slow or fast.

3.7. Methodology

Fig 3.7

Fig 3.8

Shaft under loading condition

Shaft details :

Diameter : 54mm

Length : 668.4mm

Material of shaft: mild steel C-45

Density of shaft : 7800kg/m^3

3.7.1.Theoretical method :

A real time problem has been identified in the pumping unit

of the evaporator plant in the SPB ltd. The data of the pump specification are
been collected for various unit of the plant. The various parameters like varying
in the black liquor temperature, density of black liquor and pump discharge
from each unit are yet to collected by using all the various platforms like,

a) Bending moment
b) Shear force
c) Twisting moment
d) Shear stress
e) Radial stress
f) Angle of twist

Then all the parameters are considered, whether the design

right or exceed the certain limits. We have collected the data from various
journals, initially we are followed in theoretical method. Because by this
way analyzed all those parameters in effective manner. And we found the
reason for failure of that particular shaft. Further we compare our results in
analyzing software and give solution for improving life of shaft.
3.7.2. Bending moment

A bending moment exists in a structural element when a

moment is applied to the element so that the element bends. Moments and
torque are measured as a force multiplied by a distance so they have a unit
newton- meters(Nm). The bending moment at a section through a structural
element may be defined as the moment about that section of all external force
acting to one side of that section. The force and moments on either side of the
section must be equal in order to counteract each other and maintain a state of
equilibrium so the same bending moment will result from summing the moment
will result from summing the moments, regardless of which side of the section
is selected.

3.7.3.Shear force

External force that acts parallel to a plane, unlike compressive

and tensile force which act perpendicularly.

Shear force is a one of the important parameter for finding the total loads.

3.7.4.Twisting moment

In solid mechanics, torsion is twisting of an object due to an

applied torque . In circular section, the resultant shearing stress is perpendicular
to the radius.

For solid shafts of uniform circular- section and constant

diameter, the torsion relations are:

T/J=GP/L

3.7.5..Shear stress

Any real fluid ( liquid and gases included) moving along solid
boundary will incur a shear stress on that boundary. The no- slip dicates that the
speed of the fluid at the boundary ( relative to the boundary) is zero, but at some
height from the boundary the floe speed must equal that of fluid. The region
between two points points is aptly named the boundary layer. For all Newtonian
fluid in laminar flow the shear stress is proportional to the strain rate in fluid
where the viscosity is the constant of proportionality. However for non
Newtonian fluid this is no longer the case as for this fluid the viscosity is not
constant. The shear stress is imparted on the boundary as a result of this loss of
velocity.

3.7.8.Radial force:

Radial force is a force that is exerted perpendicular to the

centreline, or axis , of an object. The force along the axis is known as an axial
force. Radial forces are typically measured in pounds(lbs) or Newton(N). This
plays a role in many physics and machine design applications.

This energy is necessary to make travel in a circular orbit. When

a known mass spins around in a circle of a certain radius, at a fixed speed, the
radial force will act on the mass in a direction outward from the centre of the
circle, along the radius. This keeps the mass spinning at the fixed distance from
the center points.

3.7.9. Cooling system for centrifugal pump components:

A cooling system for centrifugal pump bearings and seals for use
with a centrifugal pump having a housing containing a pump chamber and a
rotating impeller within the pumping chamber, a passage being formed in the
housing, the passage receiving fluid from the pumping chamber and directing
the fluid thereby providing cooling fluid flow, and an accurate groove formed in
the housing in the fluid communication with the passage.
 A first end of the groove being adjacent the passage, a second end
of the groove being distal of said passage, the groove having a depth which
varies from the first end to the second end, the depth at first end being greater
than the depth at the second end.

Do a proper pump/ driver alignment using either a laser or the

reverse indicator method. Upgrading the pump power end to “C” or”D” frame
motor adapter is a more sensible and economical decision.

Once the conversation is made misalignment cases to be a concern. These

adapters are available for most motors and will maintain the proper alignment as
the equipment goes through its normal temperature transients.

Always pipe from the pump suction to the rack , never the other
way. There are the some more piping practices that you should follow:

 If you are experiencing pipe strain because of thermal growth you might
convert to a “ centreline” design wet and solve the problem. Centre line
 designs make sense any time you are pumping a fluid in excess of 200
degrees Fahrenheit (100 centrigrade)
 Try to use at least ten diameters of pipe between the pump suction and the
first elbow.
 Pipe supports and hangers should be installed at unequal distances.
 Use lots of hangers to support the piping.
 Use lots of loops and expansion joints in the piping system.
 After fabrication and testing, remove all supports and looks pins from the
spring hangers, pipe flangers and adjust the system to free pump from
pipe strain.
3.8.Theoretical calculation

3.8.1.Radial force

F= KxPxDxB

Where,

K= Radial thrust force

P= Differential pressure at shutoff

D= Impeller diameter

B= impeller width at perimeter

F= 0.08x40x10^5x0.35x0.085

= 9520N

3.8.2. Impluse force

Impulse force= Qxϸxg

= (385/3600)x1064x9.81

= 1116.79N

3.8.3. Total load

Total force acting on a impeller weight= (radial force + impulsive force+

impeller weight)

= 9520N+1116.79N+224.649N

= 10.862N
 Fig 4.12

Simply supported beam with UDL and point load

Solution

Shear force and bending moment calculations

Rc+Rd=10862+(203.86x 10 -3 x 668.4)

Rc+Rd= 10997.685N →1

Taking moment about B

Rd x 226.3+Rc x(300.5+226.3)= 203.56x10 -3x(668.4/2)

226.3Rd+526.8Rc= 45538.1 →2

Solving above equation 1$ 2

Rc= -8130.57N

Rd=19128.26N

3.8.4.Shear force calculation:

Sb= -10862N

Sd= -10862-(203.86x10 -3x226.3)+19128.26

Sd= 8220.126N
Sc= -10826-(203.56x10 -3 x 526.8)+ 8130.57

Sc= -19099.96N

For the point of zero shear force in the span CD we have from the two similar
triangles abc and cbe.

ab/ac= de/cd

19099.96/ac= 8220.126/(300.5-ac)

2.32= ac/ (300-ac)

ac= 210.07mm

cd= 90.43mm

3.8.5.Bending moment calculation:

Mb=0

Md=(-10862x 226.3)-(203.86x10-3 x 226.3x (226.3/2)

Md= 2463290.6N-mm

Md= 2463.290 N-m

Mc= ( -10862526.8)- (203.86x10 -3x 526.8(526.8/2)

Mc= -5731.26N-m

Maximum bending moment Md= 2463.29N-m

Power P =55Kw

Speed n = 1470rpm

Therefore, P = (2x3.14x nT)/60

T= (55 x 10^3 x 60)/(2x3.14x 1470)

T= 357.29N-m

Tmean= 1.3x 357.9

Tmean= 464.7N-m

Equivalent torque

Te= √(2463.290)2+(464.47)2

Te= 5289.40 N-m

T= n(π/16 x 172.32x d3)

5289.40x 103= (π x16 x 172.32d3)

D= 53.873mm

Recommended diameter of shaft is 53.873mm

Mechanical problem solution:

Balanced all of your rotating equipment, If you do not have

dynamic balancing equipment in your plant there are contractors and vendors
anxious to work with you. Balance is always a problem when you are pumping
abrasives, or a slurry , because the rapid wear always destroys balance. In the
higher speed pumps this wear can be very serve.

Bent shafts are a problem. If you can straighten them go ahead

and do it, but most attempts are unsuccessful. In the the majority of causes you
are better off replacing the shaft.

Do a proper pump/ driver alignment using either a laser or the

reverse indicator method. Upgrading the pump power end to “C” or D frame
motor adapter is a more sensible and economical decision. Once the conversion
is made misalignment ceases to be concern. These adapters are available for
most motors and will maintain the proper alignment as the equipment goes
through its normal temperature transients.

Always pipe from the pump suction to the pipe rack, never the other way.
There are some piping practices that you should follow:

If you are experiencing pipe strain because of thermal growth at

the suction. You might convert to a “centreline” design wet end solve the
problem. Centre line designs make sense any time you are pumping a fluid in
excess of 200 degrees Fahrenheit(100centrigrade)

Try to use at least ten diameters of pipe between the pump

suction and the first elbow.

 Pipe supports and hangers should be installed at unequal

distances
 Use lots of hangers to support the piping
 Use lots of loops and expansion joints in the piping system.

After fabrication and testing, remove all supports and lock pins
from the spring hangers, loosen flanges and adjust the system to free the pump
from pipe strain.
 CHAPTER-IV

RESULT AND DISCUSSION

5.1.Introduction

ANSYS , Inc, has developed product lines that allow you to

make the most of investment and choose which product works best in
environment. ANSYS is structural analsyis code widely used in the computer-
aided engineering (CAE) field. ANSYS software allows engineer to construct
computer module of structure, machine components or systems: apply operating
load and other design criteria ; and study physical responses , such as stress
levels, temperature distributions , presuure,etc. It permits an evaluation of a
design without having to build and destroy multiple prototypes in testing. The
ANSYS program has a variety of design analysis applications, ranging from
such everyday items as dishwashers, cookware, automobiles, running shoes and
beverage cans to such highly sophisticated systems as aircraft, nuclear reactor
containment buildings, bridges, farm machinery, X-ray equipment and orbiting
satellites.

5.2.Importance of ANSYS:

With the exception of water power performance required to

meet the devices requirements, the reliability is the vibration, axial and radial
force of the shaft and so on. If the axial thrust is large enough and cannot get a
better balance, the axial force must to bear the friction pair on the plate rolling
thrust bearing. It can cause collision between impeller and pump casing
seriously, the occurrence of vibration and friction may result in the abrasion loss
of the bearing increased.
 In the meantime, the axial gap becomes so large increasingly
that the working life of mechanical components has been reduced rapidly.
Finally, the pump cannot operate in normal state. Therefore, it is significant to
measure the axial force of the pump. In this pump, a new axial force
measurement elastic element structure is proposed, ANSYS program is applied
to simulate and analyze the parameters in design, The result have been validated
from both theoretical and experimental ascepts.

5.3.Role of simulation:

After understanding the various meaning and ascepts of the

term simulations modelling, it is necessary to clarify the role of simulation by
first justifying the simulation both technically and economically and then
presenting the spectrum of simulation applications to various industries in the
manufacturing and service sectors.

It is also worth mentioning that using simulation in industrial

and business application is the most common but not the only field which
simulation is utilized; it is also used for educational and learning purposes,
training, virtual reality applications, movies and animation production, and
criminal justice , among others.

5.4.Solution justified:

The question of why and when to stimulate is typical of those

that cross the minds of practitioners, engineers, and managers. We simply
simulate because of simulation capabilities that are unique and powerful in
system representation, performance estimation, and improvement, Simulation is
often the analysis, refuge when other solution tools. Most real-world processes
in production and business systems are complex.
which makes it almost impossible to represent them using physical or
mathematical ,models. Attempts to use analytical models in approaching real
systems usually require many approximations and specifying assumption. This
often yields solutions that are unsuitable for problems of real- world
applications.

Therefore , analytical often use simulation whenever they meet

complex problems that cannot be solved by others mean, as such us
mathematical and calculus- based methods. The performance of a real systems
is complicated function or the constraints may not exit. A simulation model can
therefore be used to replace the mathematical formulation of the underlying
system. With the aid of the model and rather than considering every possible
aeration of circumstances for the complex problem, a sample of possibke
execution paths is and studied.

5.5. Finite element simulations to identify key variables:

A series of simple 2D simulations were done in ANSYS to help

understand the effect that some of the test variables could have on experimental
results. 8 node 82 elements were used to model the test specimen.8 node 82 is a
element available in ANSYS where the thickness is given as a real constant.
Hence, the model is designed in the xy- plane as per what is shown in and the
thickness along the z- direction is given as a constant. The material properties
are obtained from the resonance experiment stand small scale equivalent
stiffness models. The mesh in the boundary conditions are such that the
specimen cannot translate in the x- and y- directions and it can rotate along the
width at equal distances from the middle of the sample.
 The mesh is the boundary conditions are such that the specimen cannot
translate in the x- and y-directions , and it can rotate along y- direction. To
simulate the effect of a roller, the load is applied as an evenly distributed load
along the width at equal distance from the middle of the sample.

Shaft before analyzing:

According to the circumstances, the ring plane is selected

restricted area, and the three protuberant are the force applied area.

Using mild steel as shaft material:

Meshed model with boundary conditions and loading to represent

4-point bending in ANSYS. After applying loads, master degrees of freedom is
also needed, and then start the solution calculations. After building the models
and obtaining the solutions, the post processors in..

a)Total deformation:
b) Equivalent stress:

c) Shear stress:
d) Life

Object Name Life Damage Safety Factor

State Solved
Scope
Scoping Geometry Selection
Method
Geometry All Bodies
Definition
Type Life Damage Safety Factor
Identifier
No
Suppressed
Design Life
Results
Minimum 66400 cycles 0.22262
Maximum 144e+005
Table no 5.1

Material Data- Mild steel

ATTRIBUTES ATTRIBUTES VALUE

Density 7.8e-009 tonne mm-3
Coefficient of thermal expansion 1.2e-005 C-1
Specific heat 4.34e+008 mJ tonne -1C-1
Thermal conductivity 6.05e-002 W mm -1 C-1
Resistivity 1.7e-004 ohm mm
Tensile yield strength 350 Mpa
Tensile ultimate strength 390 Mpa
Table.no 5.2

Using stainless steel as shaft material

Meshed model with boundary conditions and loading to

represent 4-point bending in ANSYS. After applying loads, master degrees of
freedom is also needed, and then start the solution calculations. After building
the models and obtaining the solutions, the post processors in..

a) Total deformation

b) Equivalent stress
c)Shear stress

d)Life

Object Life Damage Safety Factor

Name
State Solved
Scope
Scoping Method Geometry Selection
Geometry All Bodies
Definition
Type Life Damage Safety Factor
Identifier
No
Suppressed
Design Life
Results
Minimum 3.344e+005cycle 0.37137
Maximum 57.6e+006

Table no. 5.3

Material Data- Stainless steel 316L

 ATTRIBUTES ATTRIBUTES VALUE

Density 8.027e-009 tonne mm-3

Coefficient of thermal expansion 1.2e-005 C-1

Specific heat 4.34e+008 mJ tonne -1 C-1

Thermal conductivity 6.05e-002 W mm -1 C-1

Resistivity 1.7e-004 ohm mm

Compressive yield strength 250 Mpa

Tensile Yeild strength 250 Mpa

Table no 5.4

CHAPTER-VI

CONCLUSION AND FUTURE SCOPE OF STUDY

Conclusion:

The shaft designed for exceeds the specification of the problem

statement. The main reason for this is the excessively low power transmitted .
The other main reason is the availability of parts. It was the incredibly difficult
to find a pulley that was 150mm in diameter and would fit on anything smaller
than a ½” shaft. This shaft however , is not exceedingly expensive and will
conceivably last indefinitely under the defined operating conditions.

Future scope of study:

The future scope of this project was to design the shaft for various material at
different machine.

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