Materials

& Design
Materials and Design 26 (2005) 281–289
www.elsevier.com/locate/matdes

Stress analysis of shrink-fitted joints for various fit forms

via finite element method
Adnan Özel *, *emsettin Temiz, Murat Demir Aydin, Sadri *en
Department of Mechanical Engineering, Engineering Faculty, Atatürk University, 25240 Erzurum, Turkey

Received 28 January 2004; accepted 15 June 2004

Available online 8 September 2004

Abstract

The stresses and deformations in the shrink-fitted hub–shaft joint for various fit forms have been analysed using finite element
method. First, the results of finite element method (FEM) were compared with the results of LameÕs equations along central radial
line of one shrink fit type for accuracy of model and it was proved by these results. Then, the most appropriate fit type was inves-
tigated. It was observed that the most effective parameter to determine appropriate fit type is to be stepped or not for shaft and the
geometries of hub of which edges were wasted have been found as more appropriate to reduce the stresses and deformations.
Finally, it was also observed that the each point of the shaft or the hub at the moment of the first meeting to its partner during
fit can enter the plastic region, and this situation must be taken into consideration as design parameter.

2004 Elsevier Ltd. All rights reserved.

Keywords: Shrink fit; Finite element method; Assembly

1. Introduction spread used are interference fits. For transmit moment,

There is, generally, a moment transmission problem
between shaft and hub. For transmission of moment,
the joining elements are placed in the interface of the
two mating parts and these joining elements are classi-
fied into two groups as force-closed and form-closed
joining elements according to their principle of working.
The essential principle in force-closed joining ele-
ments is to produce a pressure between the inner mem-
ber, a shaft and the outer member, a hub. When the
torsion moment is applied, a friction moment Mf occurs
between contact surfaces. To provide the transmission,
it must be Mf P Mt.
The pressure between hub and shaft contact surface
can be produced by various method. The most wide-
*
Corresponding author. Tel.: +90 442 231 4503; fax: +90 442 236
0957.
E-mail address: aozel@atauni.edu.tr (A. Özel).
the required pressure is formed in interference fits by
diameter difference. Therefore, initially, the outer diam-
eter of shaft (dS) is constructed greater than hollow
diameter of hub (dH). When assembling hub onto shaft,
a shrinkage Dd = dS
dH occurs at the interface of hub
and shaft. Consequently, a contact pressure and friction
force is created at the interface. After being constructed,
the hollow diameter of the hub increases very small
amount and the outer diameter of the shaft shrinks very
small amount. Namely, attachment diameters, d will
dH < d < dS .
In interference fit, hub can be mounted onto shaft by
two different methods as radial and axial. In radial inter-
ference fit, hub is heated or shaft is cooled. In axial inter-
ference fit or press shrink fit, one part (hub) is mounted
onto another (shaft) by axial pressing [1]. For analytical
solution, in this subject, LameÕs equations have been
widely used in long cylinder problems [2–4]. Further-
more, experimental studies were performed [5].

0261-3069/$ - see front matter
2004 Elsevier Ltd. All rights reserved.
doi:10.1016/j.matdes.2004.06.014
282 A. Özel et al. / Materials and Design 26 (2005) 281–289

Nomenclature

Mf friction moment mS PoissonÕs ratio of shaft

Mt torsion moment U strain energy
dS the outer diameter of shaft V external work
dH the internal diameter of hub {e} strain vector
d the nominal diameter [B] strain–displacement matrix
l fit-length [D] elasticity matrix
D the outer diameter of hub {u} nodal displacement vector
rt tangential stress [Nn] matrix of shape fuctions
rr radial stress {du}T a set of arbitrary virtual displacements
p contact pressure [K] element stiffness matrix
dSi internal diameter in hollow shaft fF the g element thermal load vector
DH external diameter of hub [Me] element mass matrix
EH modulus of elasticity of hub ½K fe  element foundation stiffness matrix
mH PoissonÕs ratio of hub {ü} acceleration vector
ES modulus of elasticity of shaft fF pre g element pressure vector

Prasad et al. [6] analysed the stresses in hollow shaft
using finite element method (FEM) for hub–shaft sys-
tem with different combinations l/d (fit-length/nominal
diameter), D/d (hub outer diameter/nominal diameter)
and interferences. Their results are in good agreement
with LameÕs equation results at the centre point of the
fit [6].
Zang et al. [7] applied LameÕs equations and three-di-
mensional FE stress analysis to interference fits in ring
gear-wheel connections. They found that LameÕs equa-
tions do not give good results for the interference stres-
ses and deformations of complex geometry. They also
found that three-dimensional finite element analysis
gives more complete and accurate results.
The finite element analysis for a tubular alumina
liner, which was shrink-fitted into a heat-treated high-
speed steel (HSS) sleeve and subjected to high internal
pressure and high temperature, was performed. Based
on the analysis a prototype alumina liner-steel sleeve
was manufactured, and it was found that the alumina
might be used as the structural liner for high pressures
and temperatures when it was shrink-fitted into a heat-
treated HSS sleeve [8].
The stresses and deformations in thin rings and disc
after being interference-fitted as thermally or not are
analysed. The fit-length which the plastic deformation
occurs is also determined [9,10]. The behaviour of car-
bon face seals, used in aircraft engines and assembled
via a shrink-fit procedure which generates residual stres-
ses in both components were researched using a two-di-
mensional axisymmetric finite element analysis [11].
In this work, the stress and deformation analysis of
shrink fitted shaft (without hollow) with six different
fit forms which have the same size fit features was per-
formed by FEM and the effects of geometry on stress
and deformation were researched. It was determined
that the geometry has a significant effect on the stresses
and deformations at the beginning and at the ends of the
fit zone.
2. Computation of stresses and deformations at shrink fit
based on lameÕs equations
In order to compute the stresses and deformations at
shrink fits, the results of elasticity theory (LameÕs equa-
tions) for thick-wall cylinder subjected to both internal
and external pressure are used. Although the shape of
machine components used in technical are very different
(for example ring gear, wheel) from the shape used in
LameÕs analysis and the results obtained from LameÕs
equations are approximate calculation, due to its practi-
cal applicability, it has been used widely.
2.1. Stresses
In thick-wall cylinder subjected to both internal and
external pressure, tangential (rt) and radial (rr) stresses
occur on condition that deformations are in elastic re-
gion. Assuming the cylinder subjected to internal pres-
sure as hub and the cylinder subjected to external
pressure also as shaft, the stresses can be calculate by
LameÕs equations as follow. The stresses in shaft:
!
d2 d 2Si
rtS ¼
p 2 1þ 2 ; ð2:1Þ
d
d 2Si di
!
d2 d 2Si
rrS ¼
p 2 1
2 ; ð2:2Þ
d
d 2Si di
where p is contact pressure existed between the two
parts. d, dSi and di are nominal diameter, internal diam-
 A. Özel et al. / Materials and Design 26 (2005) 281–289 283

eter in hollow shaft and any diameter of shaft, respec- and decrease in external diameter of solid round shaft,
tively. Stress distribution at solid round shaft does not dS can be calculated as
depend on d and is rtS = rrS =
p. Depending on these
stresses, equivalent stress is rSeq = p according to von- pd
dS ¼
½1
mS ; ð2:8Þ
Mises criteria. The stresses in hub: ES


d2 D2H where EH, mH and ES, mS are modulus of elasticity and
rtH ¼ p 2 1þ 2 ; ð2:3Þ
DH
d 2 Di PoissionÕs ratio of hub and shaft, respectively. Total

 deformation is calculated by the equation
d2 D2H
rrH ¼ p 1
; ð2:4Þ
D2H
d 2 D2i d ¼ dH
dS : ð2:9Þ
where DH is external diameter of hub and Di is any
diameter of hub. To simplify the equation, assuming When Eq. (2.7) and Eq. (2.8) are substituted into Eq.
cH = d/DH and maximum tangential and radial stresses (2.9), we obtain
at internal diameter of hub are calculated as
d ¼ pdðk H þ k S Þ; ð2:10Þ
1 þ c2H  
rtH max ¼p and rrH max ¼
p: ð2:5Þ 1 1 þ c2H 1
1
c2H kH ¼ þ mH ; kS ¼ ½1
mS :
EH 1
c2H ES
Depending on these stresses, equivalent stress according
to von-Mises criteria is
pffiffiffiffiffiffiffiffiffiffiffiffiffiffi
3 þ c4H 3. Finite element model
rHeq ¼ p : ð2:6Þ
1
c2H
In order to take advantage of the geometric symme-
2.2. Deformations try of the problem, a two-dimensional axisymmetric
model was carried out. ANSYS code version 5.7 was
By using Hooke law for two-dimensional plane stress, used in the analysis. For six different types shrink fit
increase in internal diameter of hub, dH can be calcu- form, models were formed separately and smaller ele-
lated as ments in the critical regions were used for each model.
  The shaft and hub were modelled using PLANE42
pd 1 þ c2H and four node quadratic elements. The contact between
dH ¼ þ m H ð2:7Þ
EH 1
c2H hub and shaft was modelled using CONTAC48 and

Fig. 1. Incremental progression of hub onto shaft and finite element mesh details.
284 A. Özel et al. / Materials and Design 26 (2005) 281–289

Z
two-dimensional surface contact elements with elastic T T
fdug ½B ½D½B dðvolÞfug
fdugT
coulomb friction. The axial progression was completed vol
in 150 repetitions by given 0.1 mm incremental Ux dis- Z
 
placement to hub in axial direction for 15 mm pressing  ½BT ½D eth dðvolÞ þ fdugTk
vol
length. Boundary conditions and mesh details are given Z
T 
in Fig. 1. y-axis was considered as axial symmetry of  ½N n  ½N n  d areaf fug
shaft (Ux = 0) and shaft was fixed at x = 0. Loading areaf

was given at top of hub as displacement (Fig. 1). Z

d2
Boundary conditions were taken as same for all ¼
fdugT q ½N T ½N  dðvolÞ 2 fug þ fdugT
vol dt
geometry. Z
T   
 ½N n  fP g d areap þ fdugT F nd e : ð3:7Þ
3.1. Finite element formulation areap

The principle of virtual work states that a virtual Noting that the {du}T vector is a set of arbitrary
(very small) change of the internal strain energy must virtual displacements common in all of the above
be offset by an identical change in external work due terms, the condition required to satisfy Eq. (3.7) re-
to the applied loads, or duces to

      nd 
½K  þ K fe fug
F th
e ¼ ½M e f€ug þ F pr
e þ Fe ;
dU ¼ dV ; ð3:1Þ
ð3:8Þ
where U = strain energy (internal work) = U1 + U2, where:
V = external work = V1 + V2 + V3, d = virtual operator. Z
The virtual strain energy is T
½K  ¼ ½B ½D½B dðvolÞ ðElement stiffness matrixÞ;
Z vol
T
dU1 ¼ fdugT ½B ½D½B dðvolÞfug
fdugT Z
Z
vol
 
  K fe ¼k ½N n T ½N n  d areaf ;
 ½BT ½D eth dðvolÞ: ð3:2Þ areaf
vol
ðElement foundation stiffness matrixÞ;
Another form of virtual strain energy is when a sur- Z
face moves against a distributed resistance, as in a foun-   T  
F th
e ¼ ½B ½D eth dðvolÞ
dation stiffness. This may be written as vol
Z ðElement thermal load vectorÞ;

dU2 ¼ fdugTk ½N n T ½N n  d areaf fug; ð3:3Þ Z
areaf
½M e  ¼ q ½N T ½N  dðvolÞ ðElement mass matrixÞ;
vol
where {e}, [B], [D], {u} and [Nn] are strain vector, strain–
displacement matrix, elasticity matrix, nodal displace- d2
ment vector and matrix of shape functions for normal f€ug ¼ fug ðAcceleration vectorÞ;
dt2
motions at the surface, respectively. Next, the external Z
virtual work will be considered. The inertial effects will  pr  T 
Fe ¼ ½N n  fP g d areap
be studied first: areap
Z ðElement pressure vectorÞ;
T d2
dV1 ¼
fdugT q ½N  ½N  dðvolÞ 2 fug: ð3:4Þ
vol dt Eq. (3.8) represents the equilibrium equation on a
The pressure force vector formulation starts with one element basis. Where k, q, t, {P} and fF nd e g are
Z the foundation stiffness in units of force per length

dV2 ¼ fdug T
½N n fP g d areap : ð3:5Þ per unit area, density, time, the applied pressure vector
areap (normally contains only one non-zero component) and
Unless otherwise noted, pressures are applied to the the nodal forces applied to the element, respectively.
outside surface of each element and are normal to For in this work, the following equation from Eq.
curved surfaces, if applicable. Nodal forces applied to (3.8) is derived:
the element can be accounted for by 

  ½K  þ K fe fug ¼ 0; ð3:9Þ
dV3 ¼ fdugT F nd
e : ð3:6Þ
Finally, Eqs. (3.1)–(3.6) may be combined to give frg ¼ ½D½Bfug: ð3:10Þ
 A. Özel et al. / Materials and Design 26 (2005) 281–289 285

4. Results and discussion
In present work, six different shrink fit forms were
modelled separately, as given in Fig. 2. In all models,
dimensions were taken as l/d = 0.75 and d/D = 0.333.
For theoretical shrinkage d = 1 lm, p pressure at inter-
face, from Eq. (10), was solved and found as 4.6666
MPa. In the FE analysis, this contact pressure was taken
into consideration. The all stress results were normalised
by divided to p value.
The rt and rr stress distributions obtained from
FEM and LameÕs equations along central radial line
of shrink fit for I type are given in Fig. 3. rtS and
rrS of shaft along central radial line are approximately
equal to contact pressure p, 4.6666 MPa. When the
stresses at the midpoint of the hub along radial line
are examined, it is seen that the maximum tangential
stress (rtHmax) occurs at internal surface of hub and
its value is 1.24p and the maximum radial stress
(rrHmax) also occurs at internal surface of hub and
its value is p. The results are compatible with the re-
sults of LameÕs equations and with results given in ref-
erence [6]. The accuracy of models was proved by
these results.

Fig. 2. Shrink fit types and geometries. (a) I Type, (b) II Type, (c) III Type, (d) IV Type, (e) V Type, (f) VI Type.
286 A. Özel et al. / Materials and Design 26 (2005) 281–289

1.5 1.5
σr FEM
I Type
σt FEM 1.2
1 II Type
σt analytic
σr analytic 0.9 III Type

σeqv/p
0.5
IV Type
0.6 V Type
σ /p

0
VI Type
0 0.25 0.5 0.75 1
0.3
-0.5
0
-1
0 0.25 0.5 0.75 1
y/l
-1.5 Fig. 6. The reqv stresses at external surface of the shaft for all types
d/DH along fit-length.
Fig. 3. Comparison of rt and rr stress distributions obtained from
analytic and FEM for I type shrink fit model along the central radial
line. fit-length (y/l = 0.5). However, the maximum radial
stress at y/l = 1 occurs in I type and is 3.907 times of
stress at the centre of the fit-length. These indicate that
-0.1 the important stress concentrations happen at the ends
0 0.25 0.5 0.75 1
of the fit-length. Therefore, the stresses occurred in the
-1.1 I Type ends of fit length determine the most appropriate fit-
II Type
type. The fit forms according to the maximum radial
III Type
σr/p

-2.1
IV Type stresses occurred at y/l = 1 are I, V, II, III, VI and IV
V Type type, respectively. At the end points, it is observed that
-3.1 VI Type the tangential stresses are lower than the radial stresses.
At the y/l = 1, the arrangement of fit forms according to
-4.1 the maximum tangential stresses are same as those of the
y/l maximum radial stresses.
Fig. 4. The rr stresses at external surface of the shaft for all types
The von-Mises equivalent stresses (reqv) at outer sur-
along fit-length. face of shaft along fit-length for six different fit forms are
shown in Fig. 6. At the y/l = 1, for determining the
appropriate fit-type, the important parameter is the
-0.4
shaft to be stepped or not. The maximum stress concen-
0 0.25 0.5 0.75 1
-0.8 trations occur in the II and IV shaft types which the step
I Type is at the centre and is along fit-length, while the mini-
-1.2 II Type mum stress concentrations occurs in the V and VI shaft
III Type types which the step is at the end edge of fit-length. At
σt/p

-1.6
IV Type the shaft type without the step (for example at the I
-2 V Type and III types), the stress concentrations happen lower
VI Type than those of stepped shaft types at the centre and great-
-2.4
er than those of stepped shaft types at the end. Thus, for
-2.8 the shaft, it is concluded that the best design types to re-
y/l duce stress concentrations are V and VI types, which the
step is at the end edge of fit-length.
Fig. 5. The rt stresses at external surface of the shaft for all types
along fit-length.
4.2. Stress distributions in the hub

4.1. Stress distributions in the shaft
The radial and tangential stresses (rr and rt) at outer
surface of shaft are given in Figs. 4 and 5, respectively.
The all stresses occurred in the shaft are with compres-
sive character. The stresses in the different fit forms
are not noteworthy different, except for the ends of fit-
length. The maximum radial stress at y/l = 0 occurs in
V type and is 2.24 times of stress at the centre of the
For all fit form types, the radial and tangential stres-
ses in the hub along fit-length are given in Figs. 7 and 8,
respectively. Radial stresses in the hub are with the same
character with radial stresses in the shaft, but at y/l = 1,
the maximum stresses happen in V type instead of I
type. The stresses are approximately equal p along fit-
length in the hub as in the shaft. While the radial stresses
are with the compressive character, the tangential stres-
ses in the hub are different and generally with positive
 A. Özel et al. / Materials and Design 26 (2005) 281–289 287

I Type ses in the shaft. The reason of this is that the radial and
-0.5 0 0.25 0.5 0.75 1
II Type tangential stresses are with different character (tension-
III Type
compression). The normalized von-Mises equivalent
-1.5 stress at the centre point of the hub obtained from Eq.
IV Type
(6) is 1.952 and the normalized von-Mises equivalent
σr/p

V Type
-2.5
VI Type
stresses of the same point obtained from FEM change
from 1.924 to 2.027 for various fit form types. This also
-3.5 indicates that the models are accurate. There are not
clearly differences among fit form types according to
-4.5 the stresses occurred along overall fit-length as much
y/l as in the shaft. For the hub, the important determining
factor for the appropriate fit-type is the von-Mises
Fig. 7. The rr stresses at internal surface of the hub for all types along equivalent stress concentrations occurred at the fit ends.
fit-length.
When the von-Mises equivalent stresses at the y/l = 1 are
analysed, it is seen that the stress concentrations of the
1,6
I Type
hub types of which the edges wasted (III, IV and VI
1,4
II Type
types) are lesser than those of the hub types of which
1,2 the edges filled (I, II and V types). According to decrease
III Type
1 the stress concentrations, the arrangement of three fit
IV Type
0,8
types of both hub types are the same and the type of
σt/p

V Type
0,6
VI Type stepped shaft at the centre (IV type for hub type with
0,4
edge wasted and II type for the hub type with edge
0,2
0
not wasted), the type of shaft without stepped (III and
-0,2 0 0,25 0,5 0,75 1 I types) and the type of shaft by stepped at the end
-0,4 (VI and V types), respectively. Therefore, for the hub,
y/l the most appropriate fit type is IV type. According to
the stresses occurred along overall fit-length, the maxi-
Fig. 8. The rt stresses at internal surface of the hub for all types along mum stress occurs in V type and the minimum stress
fit-length.
also occurs in III type.

3,5
4.3. Displacement in the shaft and the hub
I Type
II Type
For six types, the Ux displacements of shaft (shrink-
III Type
ing) and hub (extending) along fit-length are shown in
σeqv/p

IV Type
2,5 Figs. 10 and 11, respectively. To be wasted of the hub
V Type
edges changes the displacement distributions at the shaft
VI Type and the hub. When the hub types of which edges are not
wasted are used as I, II and V type, it is observed that
1,5
the displacements in shaft are greater, as for the hub,
0 0,25 0,5 0,75 1 displacements are smaller. Moreover, as closed from
y/l

Fig. 9. The reqv stresses at internal surface of the hub for all types
along fit-length. -7.50E-05
0 0.25 0.5 0.75 1 I Type
II Type
character. Therefore, the maximum tangential stresses in
-1.00E-04 III Type
the hub occur at outside of ends, while the maximum
IV Type
tangential stresses in the shaft occur at ends. When the
Ur

V Type
tangential stresses in the hub are examined, it is seen
-1.25E-04 VI Type
that the stresses in III, IV and VI types are clearly greater.
In addition, the stresses in the other three types change
the sign at y/l = 1.
-1.50E-04
When the von-Misses equivalent stresses of the hub
given in Fig. 9 are examined, it is observed that the y/l
equivalent stresses in the hub along fit-length are more Fig. 10. The Ur displacement at external surface of the shaft for all
regular, but three times greater than the equivalent stres- types along fit-length.
288 A. Özel et al. / Materials and Design 26 (2005) 281–289

4.00E-04 16

I Type 12
3.90E-04
II Type 8
3.80E-04 III Type 4

σ/p
IV Type
Ur

3.70E-04 0
V Type 0 30 60 90 120 150
-4
3.60E-04
VI Type σr
-8
3.50E-04 σt
-12
σeqv
3.40E-04 -16
0 0.25 0.5 0.75 1 Time
y/l
Fig. 13. rr, rt and reqv stresses at the first end point of the hub fit-
Fig. 11. The Ur displacement at internal surface of the hub for all length for I type during axial progression.
types along fit-length.

centre of fit-length to ends, the displacements in shaft 4.5

decrease and the displacements in the hub also increase.
3
When the displacements values of the fit centre in the
shaft are examined, it is seen that there is a close agree- 1.5
ment between FEA and the elasticity theory results (The

σ/p
result of FE, for I, II and V types is Ur/d = 1.46 · 10
4, 0

for III, IV and VI types is Ur/d = 1.35 · 10
4, the result -1.5
0 30 60 90 120 150

of elasticity theory is Ur/d = 1.55 · 10
4). σr

-3 σt
σeqv
4.4. Stress distributions during axial progression -4.5
Time

The stress distributions of the centre point of the shaft
fit-length, the first end point of the hub fit-length and the
centre point of the hub fit-length at the first instant of
meeting to its partner during axial progression procedure
for I type are given in Figs. 12–14, respectively. During
axial progression, when a point meets to its mating part
at the first instant, its stresses rise suddenly and at the
afterwards progression steps reduce to its value of final
progression time. For example, the maximum equivalent
stress at the shaft for I type is seen as 1.286 in Fig. 6 at
y/l = 1 but, really, the maximum equivalent stress occurs
as 2.06 when meets at first instant to its partner as seen in
Fig. 12. Similarly, the maximum equivalent stress at
Fig. 14. rr, rt and reqv stresses at the centre point of the hub fit-length
for I type during axial progression.
the hub for I type is seen as 3.31 in Fig. 9 at y/l = 1
but, really, the maximum equivalent stress occurs as
11.12 when meets at first instant to its partner as seen
in Fig. 13. This is the most interesting and dangerous sit-
uation because, depending mostly on the interface pres-
sure p, the stresses of a point at the moment of the first
meeting to its partner can increase excessively, exceed
the yield stress and enter the plastic region. However,
the stresses of this point decrease and its values at the fi-
nal progression step are taken into considerations. Con-

3
2
1
0
-1 0 30 60 90 120 150
σ/p

-2
-3 σr
σt
-4
σ eqv
-5
Time

Fig. 12. rr, rt and reqv stresses at the centre point of the shaft fit-length for I type during axial progression.
 A. Özel et al. / Materials and Design 26 (2005) 281–289
sequently, the point entered the plastic zone is taken into
considerations as a point of elastic zone. This case is a
very dangerous for design for the reasons provided ear-
lier. Although this case was given in Figs. 12–14 for three
points, this case is valid for all point of shaft and hub for
all fit types during axial progression.
5. Conclusion
 The FE method gives more accurate results in com-
plex geometry which the traditional method can not
be applied.
 For the shaft types, the most important determining
parameter is to be stepped or not.
 The hub geometries of which edges are wasted are
more appropriate to decrease stress concentrations
and displacements.
 In shrink fits, the end zones are more dangerous than
the central zones.
 The differences among fit forms appear at end points.
 The each point of the shaft and hub at the moment of
the first meeting to its partner during fit can enter the
plastic region. For this reason, it must take into con-
sideration as a design parameter.
289
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