SOLID MECHANICS CEP REPORT

Department of Automotive Engineering

NED University of Engineering and Technology

COMPLEX ENGINEERING
PROBLEM

Ayesha AU-22001
Syeda Hamna Asad AU-22009
Hashir Ali AU-22022
Abdul Hadi Khan AU-22035
Muhammad Saifullah Khan AU-22301
Batch: [2022]
Course Code: [ME-302]

© NED University of Engineering & Technology. All Rights Reserved – [October-2024]

Introduction
In designing a rear propeller shaft for automotive applications, selecting the right material and treatment
process is crucial to ensure durability, strength, and resistance to wear under high-stress conditions. The
propeller shaft must reliably transmit power from the engine to the rear wheels while withstanding
torsional and bending stresses, as well as failures.
In order to check which material will be best for our design we will perform failure theories such as:
For Ductile Material
1. Max. Shear Stress Theory (Tresca)
2. Max. Distortion Energy Theory (Von Mises)
For Brittle Material
3. Max. Normal Stress Theory
In this CEP we will perform failure theories on
a. Low-Carbon Steel (ASTM A1018)[1]
b. Al6061 T6
c. Cast Iron (ASTM A536)[2]

Data
Engine Max. Power: 40 + A kW
Engine Max. RPM: 3500 + B rpm
Allowable shear Stress: 42 + C MPa
Outer Dia. of Shaft: 4.2 cm = 0.042 m
Bending Moment: 100 + D N-m
Axial load: 1 kN
c: 0.021m
A = Sum of last two digits of roll numbers of all three members
A = 01 + 09 + 22 + 35 + 01
A = 68
B = Sum of last three digits of roll numbers of three members
B = 001 + 009 + 022 + 035 + 301
B = 368
C = sum of last digit of roll numbers of three members
C=1+9+2+5+1
C = 18
D = Sum of last two digits of roll numbers of three members
D = 01 + 09 + 22 + 35 + 01
D = 68
So, the final data would be;
Engine Max. Power: 108 kW
Engine Max. RPM: 2868 rpm
Allowable shear Stress: 60 MPa
Outer Dia. of Shaft: 4.2 cm = 0.042 m
Bending Moment: 168 N-m
Axial load: 1 kN
c: 0.021m

Calculations
1. Inner Diameter:
2𝜋𝑁𝑇
𝑃=
60
𝑃 × 60
𝑇=
2𝜋𝑁
108 × 60
𝑇=
2𝜋(3868)
𝑇 = 0.28 𝑘𝑁. 𝑚

𝑇𝑐
𝜏=
𝐽
𝑇𝑐
𝐽=
𝜏
280 × 0.021
𝐽=
60 × 106
𝐽 = 9.8 × 10−8 𝑚4

𝜋
𝐽= (𝐷𝑜 4 − 𝐷𝑖 4 )
32

𝐽 × 32
− 𝐷𝑜 4 = −𝐷𝑖 4
𝜋
9.8 × 10−8 × 32
− (0.042)4 = −𝐷𝑖 4
𝜋
𝑫𝒊 = 𝟎. 𝟎𝟑𝟖 𝒎
2. Area
𝜋
𝐴= (𝐷𝑜 2 − 𝐷𝑖 2 )
4
𝜋
𝐴= ((0.042)2 − (0.038)2 )
4
𝑨 = 𝟐. 𝟓𝟏 × 𝟏𝟎−𝟒 𝒎𝟐
3. Axial Stress
𝑃
𝜎𝑎 =
𝐴
108 × 103
σa =
2.51 × 10−4
𝝈𝒂 = 𝟒𝟐𝟗. 𝟕𝟔 𝑴𝑷𝒂
4. Bending Stress
𝑀𝑐
𝜎𝑏 =
𝐼
𝜋
𝐼= (𝐷𝑜 4 − 𝐷𝑖 4 )
64
𝜋
𝐼= ((0.042)4 − (0.038)4 )
64
𝐼 = 5.038 × 10−8 𝑚4
168 × 0.021
𝜎𝑏 =
5.038 × 10−8
𝝈𝒃 = 𝟕𝟎. 𝟎𝟐 𝑴𝑷𝒂
𝜏𝑎𝑙𝑙𝑜𝑤 = 𝝉𝒙𝒚 = 𝟔𝟎 𝑴𝑷𝒂
𝝈𝒚 = 𝟎 𝑴𝑷𝒂
𝜎𝑥 = σa + 𝜎𝑏
𝜎𝑥 = 429.76 + 70.02
𝝈𝒙 = 𝟒𝟗𝟗. 𝟕𝟖 𝑴𝑷𝒂
𝜎𝑥 − 𝜎𝑦 𝜎𝑥 − 𝜎𝑦 2
𝜎1,2 = ± √( ) − 𝜏𝑥𝑦 2
2 2

499.78 − 0 499.78 − 0 2
𝜎1,2 = ± √( ) − 602
2 2

𝝈𝟏,𝟐 = 𝟓𝟎𝟔. 𝟖𝟖 𝑴𝑷𝒂 , −𝟕. 𝟏𝟎𝟐 𝑴𝑷𝒂

 FAILURE THEORIES:
DUCTILE MATERIALS
1. Low Carbon Steel (ASTM A1018)
For,
n= 1.25
𝜎𝑦 = 350 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

2. Al6061 T6
For,
n= 1.25
𝜎𝑦 = 276 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

3. Cast Iron (ASTM A536)
For,
n= 1.25
𝜎𝑦 = 800 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

BRITTLE MATERIALS
1. Cast Iron
Max. Normal Stress Theory
𝜎𝑦
|𝜎1 | ≤
𝑛
506.88 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

Design Strength and Safety:
Cast Iron (ASTM A536): This material is the only one deemed safe under the given conditions (108
kW max power, 2868 rpm, and 60 MPa allowable shear stress). It passed all failure theories making it
the strongest option for design safety.
Low-Carbon Steel & Al6061 T6: Both materials failed the safety tests for the rear propeller shaft,
indicating insufficient strength to withstand high-stress conditions under the set parameters.

Material Life:
Cast Iron: Known for high durability, cast iron is less prone to fatigue and can sustain heavy loads and
vibrations over time, which is crucial for components like a propeller shaft.
Low-Carbon Steel: While durable, it may not perform as well as cast iron under cyclic loads in high-
stress applications.
Al6061 T6: Although lightweight, aluminum alloys typically have a shorter fatigue life under high
stress compared to cast iron, especially in automotive power transmission.

Local Availability for Production:

Cast Iron & Low-Carbon Steel: Both materials are commonly available and can be locally sourced
in Pakistan, making them accessible for production without significant sourcing issues.
Al6061 T6: Aluminum alloys may be available locally but can sometimes be less accessible or more
costly than steel and cast iron.
Product Cost:
Cast Iron: Generally more cost-effective than aluminum, cast iron’s lower production costs make it
economically viable for large components like a propeller shaft.
Low-Carbon Steel: Also cost-effective, though slightly more expensive than cast iron for the same
durability.
Al6061 T6: Aluminum is generally more expensive due to its lighter weight and corrosion resistance,
though these advantages don’t justify the cost for this application given its failure under safety tests.

Conclusion

Cast iron (ASTM A536) emerges as the best choice for the rear propeller shaft due to its superior design
strength, durability, local availability, and cost-effectiveness.
We will change the safety factor, bending moment and inner diameter respectively in order to check if
the design safety will be compromised or not.
i. When n = 1.5
1. Low Carbon Steel (ASTM A1018)
For,
𝜎𝑦 = 350 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 233.3 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 233.3 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

2. Al6061 T6
For,
𝜎𝑦 = 276 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 184 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 184 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

3. Cast Iron (ASTM A536)
For,
𝜎𝑦 = 800 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
513.98 𝑀𝑃𝑎 ≤ 533.3 𝑀𝑃𝑎

THE DESIGN IS SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
509.668 𝑀𝑃𝑎 ≤ 533.3 𝑀𝑃𝑎

THE DESIGN IS SAFE

BRITTLE MATERIALS
1. Cast Iron
Max. Normal Stress Theory
𝜎𝑦
|𝜎1 | ≤
𝑛
506.88 𝑀𝑃𝑎 ≤ 533.3 𝑀𝑃𝑎

THE DESIGN IS SAFE

When M = 165 N.m
1. Low Carbon Steel (ASTM A1018)
For,
n= 1.25
𝜎𝑦 = 350 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
512.75 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
509.232 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

2. Al6061 T6
For,
n= 1.25
𝜎𝑦 = 276 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
512.75 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
509.232 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

3. Cast Iron (ASTM A536)
For,
n= 1.25
𝜎𝑦 = 800 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
512.75 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
509.232 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

 BRITTLE MATERIALS
1. Cast Iron
Max. Normal Stress Theory
𝜎𝑦
|𝜎1 | ≤
𝑛
505.64 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

ii. When Di = 0.035 m

1. Low Carbon Steel (ASTM A1018)
For,
n= 1.25
𝜎𝑦 = 350 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
322.85 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
2
√(𝜎1 − 𝜎1 𝜎2 + 𝜎2 2) ≤
𝑛
317.228 𝑀𝑃𝑎 ≤ 280 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

2. Al6061 T6
For,
n= 1.25
𝜎𝑦 = 276 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
322.85 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
317.228 𝑀𝑃𝑎 ≤ 220.8 𝑀𝑃𝑎

THE DESIGN IS NOT SAFE

3. Cast Iron (ASTM A536)
For,
n= 1.25
𝜎𝑦 = 800 MPa
a. Max. Shear Stress Theory
𝜎𝑦
|𝜎1 − 𝜎2 | ≤
𝑛
322.85 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

b. Max. Distortion Theory

√𝜎𝑦 2
√(𝜎1 2 − 𝜎1 𝜎2 + 𝜎2 2 ) ≤
𝑛
317.228 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

 BRITTLE MATERIALS
1. Cast Iron
Max. Normal Stress Theory
𝜎𝑦
|𝜎1 | ≤
𝑛
311.29 𝑀𝑃𝑎 ≤ 640 𝑀𝑃𝑎

THE DESIGN IS SAFE

Conclusion
It is noticed that even after changing the parameters only CAST IRON is SAFE for rear propeller shaft
design. Whereas, LOW CARBON STEEL and Al6061 T6 stays UNSAFE for the model.
𝜎𝑋 = 499.78 MPa
𝜎𝑌 = 0 MPa
𝜏𝑥𝑦 = 60 MPa

For Principal Stresses:

𝜏𝑥𝑦
tan 2𝜃𝑃 = 𝜎 − 𝜎
𝑥 𝑦
2
60
tan 2𝜃𝑃 =
499.78 − 0
2
2𝜃𝑃 = tan−1 (0.2401)
2𝜃𝑃1 = 13.501°
𝜽𝑷𝟏 = 𝟔. 𝟕𝟓𝟎°
𝜃𝑃2 = 90° + 6.750°
𝜽𝑷𝟐 = 𝟗𝟔. 𝟕𝟓𝟎°

𝜎𝑥 + 𝜎𝑦 𝜎𝑥 − 𝜎𝑦
𝜎𝑥′ = + cos 2𝜃 + 𝜏𝑥𝑦 sin 2𝜃
2 2
For𝜃𝑃1 :
499.78 + 0 499.78 − 0
𝜎𝑥′ = + cos 2(6.750) + 60 sin 2(6.750)
2 2
𝝈′𝒙 = 𝟓𝟎𝟔. 𝟖𝟖𝑴𝑷𝒂
For𝜃𝑃2 :
499.78 + 0 499.78 − 0
𝜎𝑦′ = + cos 2(96.750) + 60 sin 2(96.750)
2 2
𝝈′𝒚 = −𝟕. 𝟏𝟎𝟐 𝑴𝑷𝒂

For Maximum In-Plane Shear Stress:

𝜎𝑥 − 𝜎𝑦
tan 2𝜃𝑠 = − 2
𝜏𝑥𝑦
499.78 − 0
tan 2𝜃𝑠 = − 2
60
2𝜃𝑠 = tan−1(−4.16483)
𝜃𝑠 = −38.249°
To make the value of 𝜃𝑠 positive:
𝜃𝑠 = 90° − 38.249°
𝜽𝒔 = 𝟓𝟏. 𝟕𝟓𝟎°
For𝜏𝑀𝑎𝑥−𝐼𝑛𝑝𝑙𝑎𝑛𝑒 :

𝜎𝑥 − 𝜎𝑦 2
𝜏𝑀𝑎𝑥−𝐼𝑛𝑝𝑙𝑎𝑛𝑒 = √( ) + 𝜏𝑥𝑦 2
2

499.78 − 0 2
𝜏𝑀𝑎𝑥−𝐼𝑛𝑝𝑙𝑎𝑛𝑒 √
= ( ) + 602
2
𝝉𝑴𝒂𝒙−𝑰𝒏𝒑𝒍𝒂𝒏𝒆 = 𝟐𝟓𝟔. 𝟗𝟓𝟐 𝑴𝑷𝒂
For𝜎𝐴𝑣𝑔 :
𝜎𝑥 + 𝜎𝑦
𝜎𝐴𝑣𝑔 =
2
499.78 + 0
𝜎𝐴𝑣𝑔 =
2
𝝈𝑨𝒗𝒈 = 𝟐𝟒𝟗. 𝟖𝟗 𝑴𝑷𝒂

𝜎 ´ 𝑦 = 7.102 𝑀𝑃𝑎 𝜃𝑝2 = 96.750°

𝜎 ´ 𝑥 = 506.88 𝑀𝑃𝑎

𝜃𝑝1 = 6.750°

𝜏𝑥𝑦 = 256.953 𝑀𝑃𝑎

References
[1] www.sciencedirect.com
[2] www.pentictonfoundry.com