Mini Project report

On
Title
STUDY AND DESIGN OF CONSTANT VELOCITY
UNIVERSAL JOINTS

M. ABDUL RAHMAN
1602-17-736-018
T. MANISHWAR
1602-17-736-017
Y.V. CHAITANYA KUMAR
1602-17-736-009

Under the guidance of

Mr. B. NAGA MANOHAR

Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

VASAVI COLLEGE OF ENGINEERING (AUTONOMOUS)
AFFILIATED TO OSMANIA UNIVERSITY
HYDERABAD

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 April 2020
MINI PROJECT REPORT ON
Title
Study and design of constant velocity
universal joint

Submitted by:
M. Abdul Rahman 1602-17-736-018

T. Manishwar 1602-17-736-017

Y.V. Chaitanya Kumar 1602-17-736-009

Under the guidance of

Mr. B. Naga Manohar

Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

VASAVI COLLEGE OF ENGINEERING (AUTONOMOUS)
AFFILIATED TO OSMANIA UNIVERSITY
HYDERABAD

April 2020

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 VASAVI COLLEGE OF ENGINEERING (AUTONOMOUS)
AFFILIATED TO OSMANIA UNIVERSITY
IBRAHIMBAGH, HYDERABAD

CERTIFICATE

This is to certify that the Mini project report entitled “

Designand analysis of Constant Velocity UV joint ” is a
bonafide record of a mini project carried out by

M. Abdul Rahman 1602-17-736-018

T. Manishwar 1602-17-736-017
Y.V. Chaitanya Kumar 1602-17-736-009

in the Department of Mechanical Engineering, Vasavi College

of Engineering (Autonomous) (Affiliated to Osmania
University), Hyderabad during the academic year 2019-20.

Mr. Dr. T. Ramamohan Rao

B. Naga Manohar Professor & HOD
Dept. of Mechanical Engg.

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CONTENTS

• Abstract
• Introduction
• Literature survey
• Problem definition and objectives
• Methodology adopted
• Results and discussion
• Conclusion
• References

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ABSTRACT

● The power produced from an engine of automobile can be

transferred to the drive wheel by power transmission
system. To transmit the driving torque from the engine or
gear unit to the final drive by the propeller shaft, we need at
least one or two universal joints. Some common reasons for
the failures may be manufacturing and design faults,
maintenance faults, raw material faults, material processing
faults as well as the user originated faults.
● In th following study, a new variation of a universal joint is
designed and briefly studied.
● The new design proposed helps in reduction of weight of the
universal coupling which in turn helps in increasing the
efficiency of the power/torque transmitting capability of the
universal joint.

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What is a constant velocity joint?
Constant-velocity joints (also known as homokinetic or CV joints)
allow a drive shaft to transmit power through a variable angle,
at constant rotational speed, without an appreciable increase in
friction or play. They are mainly used in front wheel drive vehicles.

What is a hook’s joint / UV joint?

Hooke joint is used to connect two non-parallel but intersecting
shafts. It transmits power from the gear box of the engine to the rear
axle. It has two U –shaped yokes and a center block or cross-shaped
piece . The angular velocity ratio is not uniform during the cycle of
operation.
In order to aachieve constant velocity joint, two Hooks joints are used
having a intermediate shaft between them inclined with same angle
from both the axes of rotation of joints.

In any direct mechanical drive

system, there exists a need to couple the variety of driven elements
that may be included. The majority of drive elements, including gear
reducers, lead screws, and a host of other components, are driven by
shafting that is supported by multiple bearings. This allows for
shafting to be held extremely straight and rigid while rotating,
avoiding any possible balancing and support problems. Because of
this rigid support, it is virtually impossible to avoid slight
misalignments between a driving and driven shaft when they are
connected. Restoring forces that occur as the two coupled shafts
compete to maintain their original positions can put unwanted strain

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on shaft bearings, causing them to wear out prematurely. Additional
axial loads are also placed on the bearings as thermal growth occurs
in shafting during operation.

The essential capacity of a force transmission coupling is to transmit

torque from an info shaft to a yield shaft at a given shaft speed and,
where important, to accomodate shaft misalignment. Misalignment is
the after effect of numerous components including installation erors
and tolerence variation. Shaft misalignment can expand the axial and
radial forces applied on the coupling. In
misaligned applications, undesirable side loads are usually
introduced by the coupling. These side loads which are resulting from
dynamic behavior of coupling, frictional loads and loads caused by
flexing or compressing coupling components.
The undesirable results include:
1. Torsional or angular velocity vibrations which diminish system
accuracy.
2. Excessive forces and warmth on system bearings which diminish
machine life. Expanded system vibration and commotion which
unfavorably influences equipment operation

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What research says??
Efficiency of Driveshafts have not been analysed in great detail in the
past due to their relatively high efficiency. However, it is possible to
obtain about a 0.1 percent increase in fuel economy by decreasing
driveshaft torque losses by about 20 percent, owing to the
combination mode fuel calculation. In order to improve fuel economy
it is necessary to increase the efficiency of the constant velocity
universal joint (C.V.J.) used for driveshafts.
Additionally, propeller shafts with improved heat characteristics are
required. It is for these reasons that
this project is conducted.

Types of universal joints:

Hooke
The Hooke style universal joint is perhaps the most widely known
joint in the United States. The joint consists of two rods that are
connected at the center by a four-pin attachment. The two rods are
slender on the outer half and thicker on the inner half
Ring and Trunnion
The ring and trunnion universal joint is designed with a female and a
male rod at either end of the center cross point. The center cross is an
open circle with four protruding points that poke through the holes on
the male and female rods. Within the center of the ring and trunnion
u-joint is a bushing and a lock ring that help maintain the center cross
between the rods. The ring and trunnion is often seen inside the drive
shaft of a vehicle.
3) Bendix-Weiss
Bendix-Weiss is a universal ball joint that has a hollow center
containing four small metal balls. The two rods
are formed to hook together at a cross section, and the metal balls sit
in each corner socket. A a fifth, smaller

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ball is situated in the very center of the cross point to help stabilize
the entire device during rotations. The Bendix-Weiss joint is
designed to carry the exact amount of torque on one arm of the joint
as on each of the
other arms. This equal balance is valuable to applications involving
heavy and complex vehicles in the military, for example.

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Literature survey

The essential capacity of a force transmission coupling is to transmit

torque from an info shaft to a yield shaft at a given shaft speed and,
where important, to accommodate shaft misalignment.
Misalignment is the after effect of numerous components like
installation errors and tolerance variation. Shaft misalignment can
expand the axial and radial forces applied on the coupling.
In misaligned applications, undesirable side loads are usually
coupling.
so, what the failures:

Case 1: Fatigue failure of an universal joint yoke

Case 2: Fatigue failure of the drive shaft

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A universal coupling consists of two forks connected to the
perpendicular arms of the center block by a pin known as
fork pin. The fork pin is fixed with the help of pin and collar
assembly, which allows the forks to rotate along the axis of
center block. The forks also rotate along their respective
shaft axes thus transmitting the motion.
The premature wearing of the fork pin causes undesirable
wobbling in the shaft which causes unnecessary vibrations in
the shaft leading to undesired noise Failure of transmission
system in automobiles and other industrial systems is often
attributed to the failure of the universal coupling.
As per some estimates 25% of all failure in automobiles is
due to failure in transmission systems. Various reasons given
for failure in universal couplings include defective
manufacturing, faulty designs, low quality of raw
materials, faulty use by users, poor maintenance etc.

3 main factors effecting the life of a universal

coupling:

1)angle of operation
2)the rotational speed, i.e. RPM of the driven shaft
3)the transmitted torque
⮚ High-precision applications require minimizing torsional
backlash, or play. Information pertaining to the acceptable
amount of backlash for each application is taken into
consideration during the design and manufacturing phase of
the universal joint.
⮚ Material used :
alloy steel, stainless steel, Naval Brass etc.
Surface hardness

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 1) the arms at their points of contact with said bearing needles
being in the range of 60 to 67 Rockwell C.
2) at the points near the base being in the range of 50 to 56
Rockwell C.

Problem definition & Objectives

• To create a coupling for performance orientedpremium

cars like Mercedes, Rolls Royce or to use in F1 racing
cars.
• To create a new design for universal coupling which is
light in weight i.e reduction of weight to increase the
efficiency of coupling for better transmission.
• A coupling which can be used with smaller angles of
misalignments Of transmission shafts in vehicles.

⮚ The central block is suggested to be made of

titanium alloy because of the following reasons
mentioned in the below table.
⮚ The yoke is suggested to be made of stainless
steel(aisi-302) in order to cut short the price and
because of the reasons mentioned in the
properties table below.

Titanium alloy mechanical properties:

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Material selected Titanium alloy

Young's Modulus,(E) 960 GPa

Poisson's Ratio 0.36
Tensile Ultimate strength
1070 MPa
Tensile Yield strength
930 MPa
Compressive yield strength
Density 930 MPa
Behavior 4620 Kg/m3
Isotropic

Composition:

V –> 3.5% - 4.5%

Al -> 5.5% - 6.8%
Otros -> <1%
Melting temperature -> 1650 degree centigrade
Hardness -> 30-40HRC

193 Gpa
Young's Modulus,(E)
0.30
Poisson's Ratio
860 Mpa
Tensile Ultimate strength
520 MPa

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Tensile Yield strength 930 MPa
Compressive yield strength 8190 Kg/m3
Density Isotropic
Behavior
Stainless steel properies:

Stainless steels are iron based alloys containing at least

10.5% Chromium. They achieve their stainless
characteristics through the formation of an invisible
and adherent Chromium rich oxide film. Alloy 302 is a
general purpose austenitic stainless steel with a face
centered cubic structure. It is essentially non-magnetic
in the annealed condition and can only be hardened by
cold working.

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Electrical Properties

Electrical resistivity 70-72 µOhmcm

Mechanical Properties :

Elongation at break <60 %

Hardness - Brinell 160-190
Izod impact strength 20-136 J m-1
Modulus of elasticity 190-210 GPa
Tensile strength 510-1100 MPa

Physical Properties :

Density 7.92 g cm-3

Melting point 1400-1420 C
Thermal Properties :

Coefficient of thermal expansion@20-100C (15-18)*10^6K-1

Thermal conductivity@23C 16.3W m-1 k-1

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METHODOLOGY ADOPTED:

The complete designing part of the universal joint was

carried out in Solidworks software.

Modified centre block yoke(fork)

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Hollow propeller shaft with internal splines

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Future scope

• Further after analysing the complete assembly using ANSIS results can
be drawn upon which material to use and where are the failure points
of the design.
• Design of hollow shaft can also be done, since this design requires a
hollow propeller shaft to transmit torque and power.
• If results come positive and if it turns out that the new design is more
efficient than the older one, then fabrication of the new design can be
made.

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References :

• [1] Ian Watson, B. GangadharaPrusty, John Olsen. Conceptual

design optimization of a constantvelocity coupling. Mechanism and
Machine Theory 68 (2013), Page No. 18–34.
• [2] Chul-Hee Lee, Andreas A. Polycarpou. A phenomenological
friction model of tripod constant velocity (CV) joints. Tribology
International 43 (2010) Page No. 844–858.
• [3] Katsumi Watanabe, Takashi Matsuura. Kinematic Analyses of
Rzeppa Constant Velocity Joint by Means of Bilaterally
Symmetrical Circular-Arc-Bar Joint. [4] Tae-Wan Ku, Lee-Ho Kim,
Beom-Soo Kang. Multistage cold forging and
experimental investigation for the outer race of constant velocity
joints. Materials and Design 49 (2013) Page No. 368 –385.
• [4] Majid Yaghoubi, Seyed Saeid Mohtasebi, Ali Jafary, Hamid
Khaleghi.
• [5] Design and analysis of Three Pin Constant Velocity Joint for
Parallel and Angular Power Transmission Ruchira Mahajan, Prof.
R. S. Shelke
Online sources:
• https://www.researchgate.net/publication/245161294_Two_cases_of_f
ailure_in_the_power_transmission_system_on_ve
hicles_A_universal_joint_yoke_and_a_drive_shaft
• https://asmedigitalcollection.asme.org/mechanicaldesign/article-
abstract/137/3/032301/376140/A-Review-on- Compliant-Joints-and-
Rigid-Body?redirectedFrom=fulltext

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