Академический Документы
Профессиональный Документы
Культура Документы
2013-01-1772
Published
04/08/2013
James P. Parsons
California State Polytechnic Univ-Pomona
Copyright 2013 SAE International
doi:10.4271/2013-01-1772
ABSTRACT
Many Formula SAE teams choose to design half shafts
instead of purchase them. Commercial half shafts are usually
over-designed, so teams make custom shafts to reduce the
mass and rotational inertia. Half shafts are commonly
designed by predicting the applied torsional loads and
selecting inner and outer diameters to not exceed the
material's yield strength. Various combinations of inner and
outer diameters will support the loads, and the final
dimensions may be chosen arbitrarily based on the designer's
attempt to minimize both mass and rotational inertia.
However, the mass and rotational inertia of a hollow shaft are
inversely related and both quantities cannot be minimized
simultaneously. Designers must therefore compromise
between mass and rotational inertia reductions to maximize
vehicle performance.
This paper will present the derivation of an equation which
calculates the optimum inner and outer half shaft diameter to
maximize vehicle acceleration. Graphical explanations and
predictions of vehicle acceleration improvements will be
provided. The design, manufacturing, and testing procedure
of Cal Poly Pomona's Formula SAE half shafts will be
explained as an example for other teams.
INTRODUCTION
Half shafts are critical components for any Formula SAE
vehicle and require detailed analysis to ensure a sufficient
factor of safety. Due to the complications involved with
design and manufacturing, many teams are rightfully hesitant
to create their own half shafts. However, vehicle performance
can be significantly improved by designing optimum half
shafts tailored to a specific vehicle. Strictly considering
vehicle performance, the benefits far outweigh the risks if a
proper design procedure is followed. Additionally, design
RELATING VEHICLE
ACCELERATION TO HALF SHAFT
DIMENSIONS
Newton's Second law will be used to calculate power limited
acceleration. The section will demonstrate that the vehicle's
net force and total mass are functions of shaft diameters.
Substituting the force and mass functions into Newton's
Second law will give a relationship between vehicle
acceleration and shaft dimensions.
The following analysis is valid only when the vehicle's
wheels are not slipping (i.e. power limited). This may seem
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
Newton's
Second
law,
longitudinal
The force output on the wheels can be calculated by
(A.1)
(A.5)
(A.7)
(A.3)
(A.8)
where r is the wheel radius.
Substituting Equations A.8 and A.7 into A.6, then
substituting A.6 into A.5 gives
(A.9)
(A.4)
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
(A.10)
The longitudinal vehicle acceleration can now be expressed
by rearranging equation A. 10
(A.11)
Equation A.11 will be referred to as the acceleration equation
and it provides one of relationships necessary to find
optimum shaft dimensions. A.11 shows how power limited
vehicle acceleration depends on the outer diameter and inner
diameter of the half shafts. The next step is to determine what
ID and OD combinations are capable of withstanding applied
loads. Then, the ID and OD that yields the highest vehicle
acceleration can be selected.
(AP.1)
where TEngine Brake is the engine braking torque. A negative
value for engine braking torque should be substituted into
equation AP.1 because it acts opposite in direction to
maximum torque.
Also, the mean torque under cyclic loading is the average of
maximum and minimum applied torque.
(AP.2)
A negative value for engine braking torque should be used for
equation AP.2.
Substituting
above equation gives
and
into the
(S.1)
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
(S.2)
Finally, the mean shear stress is
Substituting zero values for all bending stresses, and inserting
equation S.2 into S.5 gives
(S.3)
(S.7)
(S.8)
Substituting Equations S.7 and S.8 into S.4 gives
(S.9)
(S.4)
(S.10)
The equations for Amp and Mean are given by reference
[1] to be
(S.5)
(S.6)
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
Figure 1. Graph of vehicle acceleration versus shaft OD and ID. (The numerical values on this graph apply to Cal Poly
Pomona's FSAE vehicle only. Every vehicle will have slightly different constants substituted into Equations A.11 and S.9 which
will result in different vehicle accelerations.)
section, an algebraic approach will be explained to obtain
more accurate results.
(FS.1)
The maximum Von Mises stress, after neglecting bending, is
given by
(FS.2)
where Max is given by equation S.1. However, we now must
include a stress concentration factor KT to account for any
stress risers. This gives equation FS.2 in simplified form as
A.11 and S.9 were obtained from Cal Poly Pomona's FSAE vehicle.
(FS.3)
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
(A.11)
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
(S.10)
(FS.3)
The static stress concentration factor was set to one because
no stress risers existed in the hollow portion of the shaft.
CONCLUSION
While the half shaft design process is lengthy, following the
illustrated procedure will result in maximum power limited
vehicle acceleration. Cal Poly Pomona will be using
optimized half shafts in their upcoming competition for 2013,
and they will be designed according to the procedure
specified in this technical paper.
As a final note, the theory behind this process does not have
to be limited to shaft design. In fact, any rotating component
on a vehicle can be optimized to balance rotational inertia and
mass. Possible examples include hubs, differential housings,
and wheel centers. Because components like these are more
complicated geometrically, it would be difficult to derive
closed form equations that would result in optimum designs.
However, design software, FEA, and an iterative approach
can be used to balance rotational inertia and mass to
maximize acceleration.
REFERENCES
1. Budynas, Richard, and Nisbett Keith. Shigley's
Mechanical Engineering Design. New York: McGraw-Hill,
2011.
2. WEAVER, M. Determination of Weld Loads and
Throat. Welding Journal. (1999): 1-11. http://
www.aws.org/wj/supplement/Weaver/ARTICLE2.pdf
(accessed October 24, 2012).
3. Meriam, J., and Kraige L.. Engineering Mechanics
Dynamics. Hoboken: John Wiley & Sons, Inc., 2010.
4. Rajamani, Rajesh. Vehicle Dynamics and Control. New
York: Springer, 2006.
CONTACT INFORMATION
James Parsons
California State Polytechnic University, Pomona
Downloaded from SAE International by Clemson University Libraries, Sunday, March 22, 2015
me.jamesparsons@gmail.com
ACKNOWLEDGEMENTS
I would like to thank Cal Poly Pomona's Formula SAE team
for the opportunities they have provided me to conduct this
research. The ideas for this design approach were formed by
discussions held with various team members. Professor
Clifford Stover deserves to be thanked as well for the time he
dedicates as the team's advisor. Go CPP FSAE!
The Engineering Meetings Board has approved this paper for publication. It has
successfully completed SAE's peer review process under the supervision of the session
organizer. This process requires a minimum of three (3) reviews by industry experts.
All rights reserved. No part of this publication may be reproduced, stored in a
retrieval system, or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission of SAE.
ISSN 0148-7191
Positions and opinions advanced in this paper are those of the author(s) and not
necessarily those of SAE. The author is solely responsible for the content of the paper.
SAE Customer Service:
Tel: 877-606-7323 (inside USA and Canada)
Tel: 724-776-4970 (outside USA)
Fax: 724-776-0790
Email: CustomerService@sae.org
SAE Web Address: http://www.sae.org
Printed in USA