Browse Topic: Driveshafts

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Application Guide for Aerospace Hydraulic MotorsARP4940A (Current)11/9/2021
This SAE Aerospace Recommended Practice (ARP) is an application guide for fixed and variable displacement hydraulic motors. It provides details of the characteristics of fixed and variable displacement hydraulic motors, architectures, circuit designs, controls, and typical applications. The applications include airborne and defense vehicles with emphasis on high performance applications.
A-6C4 Power Sources Committee
Application of Multiple Dynamic Vibration Absorbers to Reduce NVH Risks Caused by Alternative Half Shaft Design2017-01-10583/28/2017
Increased focus on fuel efficiency and vehicle emissions has led the automotive industry to look into low weight alternative designs for powertrain system components. These new design changes pose challenges to vehicle attributes like NVH, durability, etc. Further, the requirement of high power applications produces even more complexities. The present work explains how a potential design change of half shafts driven by a desire to reduce weight and cost can lead to NVH problems caused by half shaft resonances and explains how using multiple dynamic vibration absorbers can solve the issue to meet customer expectation while improving efficiency. With the aid of Finite Element Analysis (FEA) & optimization software, interactions between multiple DVA’s on a system was understood and optimal damper parameters for effective damping was identified. The final DVA design was tested and verified on the vehicle for optimal attribute performance.
Maddula, L.V. Pavan Kumar, Awara, Ibrahim
Experimental Model Validation of a Passive Balancing Device for Supercritical Helicopter DriveshaftsF-0072-2016-115655/17/2016
A system of passive balancing devices could potentially be used to suppress vibrations in helicopter tailrotor driveshafts. Passive balancing devices for rotary shafts consist of masses restricted by concentric guides about the shaft axis. At supercritical shaft speeds, the balancing masses automatically adjust to counter imbalance due to uneven load distribution. The problem is highly nonlinear and requires comprehensive modeling to achieve satisfactory prediction of the balancing behavior. A frequency-scaled tailrotor driveshaft test rig was fabricated to test the performance of a passive balancing device and to validate a comprehensive model. The model includes balancing mass collisions and balancing mass interaction with the balancer track through friction. Experimentally, the passive balancing device on average reduced driveshaft transverse vibrations by 62% at steady-state. Models available in the literature predicted vibration amplitudes to within 68% of the experimental values. The new balancing model improved the prediction of shaft vibration amplitudes by a factor of 3.9 when compared to published models (18% vs. 68%). This suggests that friction and mass collisions cannot be ignored in passive balancer modeling and that passive balancing is a viable solution for suppressing driveshaft vibrations.
Haidar, Ahmad, Palacios, Jose
Companion Flanges, Type A (External Pilot) and Type S (Internal Pilot)J1946_201601 (Current)1/26/2016
This SAE Standard specifies the nominal dimensions and tolerances which affect the interchangeability between companion flanges and mating parts. The flanges covered by this document are designated type A and type S. The type A flanges are equivalent to type A ISO 7646. The type S flanges are equivalent to the type S ISO 7647. Type A is an external (male) pilot construction and type S is an internal (female) pilot construction. These flanges are not interchangeable. Dimensions not specified are left to the discretion of the component manufacturer.
Drivetrain Standards Committee
Thermoplastic Composite Driveshafts for Vertical Flight: Progression to TRL 6F-0071-2015-102005/5/2015
ABSTRACT Thermoplastic composite driveshafts have demonstrated a 35% weight reduction and over 150% greater post ballistic damage survivability over legacy aluminum designs. This was achieved through the joint efforts of Automated Dynamics, NAVAIR, SURVICE Engineering, UTAS, and Sikorsky under a Small Business Innovation Research (SBIR) Phase II effort. An evolution of previous efforts, this paper describes subsequent work to optimize laminate architecture, materials, and structural qualifications to meet new performance requirements. SURVICE Engineering optimized the design of the driveshafts to meet new performance requirements supplied by Sikorsky. Automated Dynamics used its recently updated additive manufacturing process using high performance thermoplastic composites to rapidly manufacture prototype driveshafts. UTAS assembled and tested the composite driveshafts. The end goal is a high performance composite driveshaft that is a drop-in replacement for the legacy aluminum driveshaft. Driveshafts were tested to advance the program to a Technology Readiness Level (TRL) of 6.
Michasiow, John, August, Zachary, Hauber, David
Design and Testing of the Bell FARDS Tail Rotor DriveshaftF-0071-2015-102455/5/2015
ABSTRACT Testing was recently performed on a new tail rotor drive shaft (TRDS) technology developed under the Future Advanced Rotorcraft Drive System (FARDS) program. The FARDS TRDS operates above its third critical speed, has a curved shaft centerline, and utilizes a novel damper design, advanced materials, and advanced manufacturing technologies. This TRDS design allows for a reduction from seven shaft segments to only two, which reduces system weight and cost. The endurance, low cycle fatigue, and high cycle fatigue testing performed on this drive shaft design was successful, and demonstrated a Technology Readiness Level (TRL) 6.
Baker, Treven, Chavez, Andrea, Fetty, Jason, Spears, Steven
Drivetrain Systems Vibration Analysis Data RequirementsJ2455_201504 (Current)4/15/2015
Product for which data is to be available is for class 6 and larger, i.e., gross vehicle weight > 9.6 kg (19 500 lb).
Truck and Bus Powertrain Committee
Thermoplastic Rotorcraft Driveshafts Provide Weight Reduction with Improved SurvivabilityF-0070-2014-95565/20/2014
A recent Phase II SBIR program focused on improving the survivability of driveshafts in rotorcraft applications while decreasing their weight. Thermoplastic composites were identified as a candidate material for achieving the goals of the program and a design was developed utilizing data from many previous sources and designs. Driveshafts were manufactured and validated against predicted static torque loads after withstanding a ballistic impact. The shafts showed a significant improvement in post-damaged strength over the legacy aluminum design with a weight reduction greater than 30%, exceeding all program goals. Automated Dynamics utilized recent process advancements in manufacturing both test coupons and driveshafts. This process takes advantage of unique aspects of in-situ composite consolidation to improve the bond affected between subsequent plies of pre-impregnated fiber reinforced thermoplastic materials on a continuous basis. Coupon test results demonstrated a 52% reduction in void content and greatly improved mechanical properties, further improving the performance over aluminum and thermoset composite driveshafts.
Michasiow, John, August, Zachary
Topology & Topography Optimization of a Drive Shaft2005-01-355211/1/2005
Automotive drive shafts, which transmit power from the transmission unit to the rear axle are in general straight round tubes. An attempt has been made to explore other possible cross-sectional shapes to improve NVH (Noise Vibration and Harshness) performance. The first natural frequency is a very good indicator of the NVH performance. First, finite element based topology optimization and later topography optimizations were tried out. A number of design solutions were obtained from the study and a comparison has been made. A round drive shaft with a bulge at the center has been proposed for stiffenening the drive shaft to improve the first natural frequency.
Krishna, Murali M. R.
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651_200506 (Historical)6/22/2005
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Dynamic Bending Stress Analysis of Power Train2004-01-08653/8/2004
In this paper, the dynamic movement of a driveshaft with imbalance is calculated from the bending stress of a driveshaft at a vehicle test. The synthesis movement is simulated using vertical and horizontal bending models with the centrifugal force induced by the imbalance. Thus, the mechanism that bending stress arises at a driveshaft of a general power train is clarified. The analysis using the simulation shows the relationship between vertical and horizontal stiffness of a power train and dynamic movement of a driveshaft. As a result, a method to reduce bending stress of a driveshaft is proposed.
Ohta, Masayoshi, Nimura, Hiroaki, Hagino, Yasuyuki
Light Truck Driveshaft NVH Analisys and Development Using 6Sigma Tools2002-01-340911/19/2002
This paper presents the method applied in the development and optimization of a powertrain driveshaft for a Light Truck Diesel. The focus of this optimization is to reduce the vibration consequently improve the NVH (Noise and Vibration Harshness) quality of the vehicle. The paper describes the basic 6sigma methodology, inputs required to perform the 6Sigma method, the experimental work required. The experimental results for an optimized version are also presented and compared to the original one.
Torrezan, Richard Costa, Fraga, Alessandro
Universal Joints and Driveshafts--Nomenclature--Terminology--ApplicationJ901_200012 (Historical)12/1/2000
The following definitions and illustrations are intended to establish common nomenclature and terminology for universal joints and driveshafts used in various driveline applications. In addition, useful guidelines are included for the application of universal joints and driveshafts. For more specific details, see Universal Joint and Driveshaft Design Manual, AE-7.
Driveline Standards Committee
Critical Speed Failure Mode of a Steel Driveshaft98276411/16/1998
This paper discusses the failure mode of a steel driveshaft as it goes into an unstable state as the shaft approaches its critical speed. Two axial buckling theories, Johnson and Euler, will be used to verify the cause of failure for a driveshaft exhibiting the phenomenon of catastrophic failure at its natural bending frequency.
Periat, Jeff, Hickey, John
High Speed Fixed Constant Velocity Joint for Automotive Driveshaft Applications9808342/23/1998
A fixed ball Constant Velocity joint has been developed and optimized specifically for automotive driveshafts with articulation angles greater than those permissible with cardan joints. The joint was developed both as an NVH solution to cardan joints and as a lightweight replacement for the centered double cardan joint which exists in many light truck applications today. The joint offers NVH improvements against cardan joints due to its CV nature, and significant improvement when compared to centered double cardan driveshafts because of reduced overhang, improved runout control, compact design and a 20% weight reduction. Internal geometry of the joint has been optimized to minimize heat generation during operation. The joint has been successfully endurance tested running at 75 kilowatts at angles of 10.
Johnson, Rory
Chassis Cross-Member Design Using Shape Optimization - A Case Study9810112/23/1998
A case study of the application of shape optimization technique to the design of the third cross-member of an automotive chassis has been presented. Its fundamental frequency is only marginally higher than the maximum operating frequency of the transmission and drive shaft, which are mounted on this cross-member. The objective is to raise the cross-member frequency as high as possible so that there is no resonance and resulting fatigue damage. A sizing optimization indicated that the mass was a predominant factor. Shape optimization using approximate direct linearization method was performed and a number of design directions were obtained. The fundamental frequency of the cross-member was raised by about 4 Hz.
Krishna, Murali M.R.
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651_199601 (Historical)1/1/1996
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Analysis of an Automotive Driveline with Cardan Universal Joints9508952/1/1995
A detailed methodology is presented in this paper for a complete assessment of various forces, torques, and kinematic effects due to universal joint angularities and shaft yoke phasing. A modular approach has been adopted wherein constitutive equations represent each of the key elements of a driveline namely the driveshaft, coupling shaft, universal joint, and the transmission/axle shafts. Concentrated loads are used wherever loads are being transferred between the elements of a driveline. Local matrices are developed for the equilibrium of the respective driveline members. The local matrices are then assembled into a global matrix and solved for the kinematic state of the complete driveline. A 6x15 matrix has been developed to represent a general shaft in the system and a 6x10 matrix has been developed for a universal joint cross. This gives us a complete picture of all the loads on all driveline members. The calculated bearing loads can then be used to appropriately design or select the trunnion and center bearings. The developed approach can accommodate angularity changes in three dimensions. Thus a very general algorithm has been developed to address driveline issues encountered in practice. Experimental studies have been conducted on a truck driveline and the vibratory response of the driveline was recorded. In addition, computer simulations have been undertaken to predict the vibratory response of the same driveline. Results from both the studies are presented in this paper.
Szadkowski, Andrew, Prange, Edward, Vedam, Kumar, Naganathan, Nagi G.
Efficiency of Constant Velocity Universal Joints9309063/1/1993
Efficiency of Driveshafts have not been analyzed 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. In this paper, the motion of two typical joint used for front-engine, front-drive passenger cars is analyzed geometrically and efficiency formulas are derived. One of the joints is a Rzeppa joint, used on the wheel side of the driveshaft and the other is a tripot joint, used on the differential side. These formulas are then verified by experiment. It is found that about 70 percent of frictional induced losses in a Rzeppa joint are due to internal friction caused by contact of the inner and outer spherical surface with the cage. Similarly 70 percent of frictional induced losses in a tripot joint are caused by internal friction which is a result of contact between the balls and the grooves of the housing. Therefore, the motivation to improve fuel economy and heat characteristics can be seen.
Yamamoto, Takeo, Matsuda, Takashi, Okano, Nobuhiko
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651_199101 (Historical)1/23/1991
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Universal Joints and Driveshafts--Nomenclature--Terminology--ApplicationJ901_198503 (Historical)3/1/1985
The following definitions and illustrations are intended to establish common nomenclature and terminology for universal joints and driveshafts used in various driveline applications. In addition, useful guidelines are included for the application of universal joints and driveshafts. For more specific details, see Universal Joint and Driveshaft Design Manual, AE-7.
Driveline Standards Committee
Passenger Car and Light Truck Automatic Transmission and Automatic Transaxle Test CodeJ651C_197906 (Historical)6/1/1979
To provide a means of obtaining the performance characteristics of automatic transmissions and automatic transaxles. It outlines dynamometer tests that map the steady-state characteristics over a range of operations of an automatic transmission/automatic transaxle and provides a method of presenting test data. This procedure must be followed, with similar test facilities so that results obtained from different laboratories are comparable. For this SAE Recommended Practice, the transmission is defined as the complete automatic transmission or transaxle assembly between the engine and the driveshaft(s) used to effect a ratio change in transmitting power. This test procedure deals with the aspect of conducting complete transmission and transaxle assembly testing. However, by its very nature a transmission should be viewed as a compilation of three major component systems: pump, torque converter, and gearbox (all ratio change elements). From a design perspective, it is important that the losses associated with each of these components be determined by conducting separate tests of each component under controlled test conditions that simulate the in-transmission operating conditions. Torque converter testing is described in SAE J643. If done with strict attention to detail it is possible to subtract off the pump and torque converter losses from the transmission assembly losses in order to obtain gearbox losses only, eliminating the need to conduct a separate gearbox test.
Automatic Transmission and Transaxle Committee
Design of Increased Horsepower Agricultural P.T.O. Drivelines7908772/1/1979
The population of larger than 150 horsepower tractors in North America has now grown to a point where powered implements are being designed to utilize the higher horsepower available. The continuing objective of reducing driveline noise levels while transmitting power efficiently can be achieved in these larger units by a proper analysis of the driveline geometry as well as the drive shaft design. This paper outlines the factors considered in the analysis.
Trojanowski, T.S.
Universal Joints and Driveshafts--Nomenclature--Terminology--ApplicationJ901A_196708 (Historical)8/1/1967
The following definitions and illustrations are intended to establish common nomenclature and terminology for universal joints and driveshafts used in various driveline applications. In addition, useful guidelines are included for the application of universal joints and driveshafts. For more specific details, see Universal Joint and Driveshaft Design Manual, AE-7.
Driveline Standards Committee
Harnessing Driveshaft Torque Reactions6601582/1/1966
This paper discusses a linkage analysis of the Jaguar type C torque reactor, reducing linkage configuration to a simple distance ratio and providing for an additional link to assure directional stability during braking. The suspension described is of value to automobile builders who, for cost reasons, must use a solid, live rear axle, but wish to improve performance through improvement in rear wheel adhesion with this simple four-bar linkage.
Brown, Kenneth G.
Diesel Supercharging - Its Effect on Design and Performance3801421/1/1938
METHODS of increasing engine output are discussed, and supercharging is said to involve few difficulties. The location of the blower drive as it affects frequency and gear loading is considered. Bearing-load diagrams are analyzed for a high-speed and a low-speed engine. Tests indicate a negligible increase in piston temperatures. Fuel-consumption curves show fuel economy comparable with that of the normal engine.
Pyles, Russell
Automobile Engineering Progress3200231/1/1932
GENERAL DESIGN and detail mechanical developments that have been made in the last year and incorporated in automobile, truck and motorcoach models for 1932 are reviewed by the author, who also points out noticeable trends in a number of directions. He deals in order with the cars as a whole and with each major component, from the powerplant to the tires and body, as found in many leading makes. Decision of the industry not to announce the details of new models until the end of the year, at or immediately before the opening of the New York Automobile Show in January, interfered with the presentation at this time of a complete picture of all the improvements made in American motor-vehicles, but enough information is believed to be given to show the more important developments and the ways in which the automotive engineers have responded to the desire of the times for greater refinement and efficiency in automobiles. The improvements are reflected in better appearance; greater comfort; reduction of air resistance, noise and weight; insulation against heat from the engine; easier control; improved visibility; longer service life of some parts; avoidance of vapor lock; enhanced safety; increased operating economy; and simplified servicing in some cases.
WOLF, AUSTIN M.
A Familiarization of Drivetrain ComponentsxxPD730555.NEW
An efficient, durable, and quiet running drivetrain is as essential to customer satisfaction as styling and interior creature comforts. This seven-module, on-demand course is designed to expose you to various methods used to accomplish this goal and will help you to visualize individual components and their functions within the entire drivetrain system, without reference to complicated equations. Instructor Joseph Palazzolo provides an introduction to the terms, functions, nomenclature, operating characteristics, and effect on vehicle performance for each of the drivetrain components, including the clutch, torque converter, manual and automatic transmissions, driveshaft, axle, wheel ends, and brakes. Insights into the structure and function of each component, vehicle performance, and related noise, vibration, and harshness issues are provided. You'll also be equipped to evaluate the space requirements, mounting needs, and clearances required.
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