NOVATEUR PUBLICATIONS

International Journal of Research Publications in Engineering and Technology [IJRPET]

ISSN: 2454-7875
VOLUME 3, ISSUE 6, Jun.-2017
FAILURE ANALYSIS AND DESIGN MODIFICATION OF BRACKET OF
CENTER BEARING OF PROPELLER SHAFT OF ST BUS
VISHAL U. KAMBLE
PG student Mechanical Engg, Bapurao Deshmukh College of Engg., Sevagram, Wardha, Maharashtra, India.

[Link]
Professor ,Mechanical Engg. department, Bapurao Deshmukh College Of Engg. Sevagram Wardha, Maharastra,India.

ABSTRACT: chamber. In case of rear wheel drive or four wheel drive

In the heavy transport vehicles basically vehicle this power is to transmit to the driving wheels.
front engine rear wheel drive type a propeller shaft An element propeller shaft is used to transmit the power
is one of the most important component in to the rear axle. The requirement is that the propeller
transmitting power from the engine to the rear shaft should maintain it at proper position while it is
wheel drive. This propeller shaft is supported by the rotating itself and vehicle propel on the road. It can only
bracket fixed to the chassis. The center bearing be possible with the use of center bearing.
bracket share about half overhanging portion of It enables the smooth rotation of propeller shaft with
propeller shaft along with ball bearings. It enables negligible friction and less vibration. To carry this center
reducing the length of propeller shaft to some bearing along with the frame of the vehicle a component;
[Link] failure is a concern which may lead known as ‘Bracket’ is required, which assemble the
to the operational failure of the propeller shaft center bearing & frame together.
which ultimately results into the failure of There are different forces and vibrations are
transmission. Some common causes of failure are transmitted to the bracket through the centre bearing .In
manufacturing ,design maintenance, raw material spite to the bracket is provided with rubber bush to
and the operating conditions. The aim of the this minimize the vibrations
project is to find out the probable reason of the bracket fails to sustain the stresses and can be damaged.
failure of bracket by analyze it with CAD software
and to provide a satisfactory solution to this failure LITERATURE REVIEW:
by changing dimension and material. This paper Sachin Shelke et al [1] This paper clears that
research is divided into two parts first to conduct various forces may act on the propeller shaft and bearing
survey amongst the buses & examine the causes of during power transmission from engine to the rear
failure and second is to design and analyzed is driving axle. These forces results into the frequent
recommended best possible alternatives of failure of the bearing carrying element known as bearing
propeller shaft with the aid of advance design tool cup. This problem of bearing cup failure confirmed after
like CAD. Propeller shaft failure is one of the major critical analysis of drive shaft assembly. This paper focus
problems facing for MSRTC workshop supervisors on the methodology to be carried out to find the solution
and Engineers. with the help of FE Analysis. Various heat treatment
This paper represents the available process are thoroughly compared to obtain ultimate
literature of failure analysis of a propeller shaft solution. At the end it is found that no other than
mounting bracket and analyzes the premature carbonitriding is the best solution which can reduce the
failure in center bearing bracket. Creo elements bearing failure and overall cost simultaneously.
/Proe software is used for modeling and with the [2]Dhananjay [Link] et al [2] To control the
help of Ansys the stress and strain analysis were direction of the vehicle the steering wheel along with
carried out. Base on the results of existing bracket steering wheel system plays a vital role. The
dimensions the new bracket is designed and found intermediate shaft is used to connect the steering shaft
that the stresses are within the allowable range. to the steering pinion together. Due the vehicle design
KEYWORDS: Propeller shaft, center bearing bracket, limitations steering shaft and steering pinion cannot be
transmission system, failure analysis, Creo, elements arrange on the same axis. All these parts are joined
FEM, Ansys etc. together with the universal joints. The joints may fail due
to the stresses induced in the either direction, while
INTRODUCTION: turning the vehicle either left or right.
In an automobile the power is developed in an This paper discusses various probable solutions
I.C. engine after combustion of fuel in combustion to the problem of universal joint failure. They prepared a
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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 6, Jun.-2017
model of yoke web using Finite element technique. The We have,
mathematical evolutions are suggested to maximize P=
2πNT
60
responses to the significant parameters under
Where, P = power developed in an IC engine of ST bus.
observations .They set certain standards in the sake of
N = Speed of the propeller shaft at top gear.
evaluating results towards validation.
Te =Torque available at engine.
Bhirud Pankaj Prakash et al [3] This study
Therefore,
concentrates towards replacement of conventional P×60
Te =
metallic structures by composite structure. Which have 2πN

many advantages due to its higher specific stiffness and Where, Te = Engine Torque
93.43×10 3 ∗60
strength. In these days there is an increasing demand for =
2π × 2500
light weight material. The fiber reinforces polymer Te = 356.87 kN-m ……… (At top gear)
composites seems to be a promising solution to this
arising demand. The importance to this material raise As we know that torque and speed are inversely
due to its wide range of applications in the field of proportional to the each other, so at top gear speed will
automotive, aerospace, sports, goods, medicines and be high and torque should be less. Therefore considering
household [Link] analyse a composite drive shaft maximum torque at first gear when propeller shaft may
for power transmission is the sole objectives of the work. be loaded maximum.
In this work replacement of stell drive shaft with a
Kelvin /epoxy or E glass polythene resin composite drive ∴ T Prop. = Te × Gear ratio at first gear
shaft for an automotive application. The objective of this Where gear ratio at first gear is 7.51
study is to minimize the weight of drive shaft. ∴T = 356.87 × 7.51
Prop.
= 2533.82 N-m
RESEARCH METHODOLOGY: While propelling on abnormal road, vehicle may
1) Conventional Analysis. experience impact loading. Therefore while calculating
2) Computer Aided Analysis. the maximum torque , we take value for impact factor is
3) Computer Aided Design for Manufacturing and 2.
Optimization. ∴ Tmax = TP × Impact factor
= 2533.82 × 2
WORK DONE: = 5067.64 N-m
MATERIALS PROPERTIES:
In this project, we can use different types of Let us find mean diameter of crown wheel,
material are as: D+d
Mean diameter D m =
1. SM 45 C 3. AISI 409 2

2. Fe 540 Alloy 4. NiCr Alloy Where D m is mean diameter of crown wheel D is the
1. FE 540 ALLOY: bigger diameter and d is smaller diameter.
 Density = 7850 Kg/m3 Therefore,
370 +260
 Young's Modulus = 200 Gpa Dm =
2
 Poisson's Ratio = 0.31 = 315 mm
 Tensile Yield Strength = 240 Mpa D m = 0.315 m
 Compressive Yield Strength = 240 Mpa Now the tangential force acting on the crown wheel,
 Tensile Ultimate Strength = 540 Mpa ft=
Tmax
D
2. NICR ALLOY : 2
5067 .64
 Density = 7750 Kg/m3 =
0.157
 Young's Modulus = 210 Gpa ft = 32175.49 N
 Poisson's Ratio = 0.32 To find radial force we have,
 Tensile Yield Strength = 170 Mpa fc = ft tan Ф
 Compressive Yield Strength = 170 Mpa Where, pressure angle Ф is 200
 Tensile Ultimate Strength = 330 Mpa fc = ft tan Ф
By putting value of ft and Ф we get,
TORQUE CALCULATION: fc = 32175.49 tan 200
Consider that propeller shaft rotates with 2500
RPM at top gear or higher gear and power at this RPM is fc = 11710 N
93.43 × 103 W. By putting the value of fc in following equation
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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 6, Jun.-2017
fr = fc tan Ф cos γ Pressure P =
Resultant force
Bracket Area
Where γ is half of cone angle which is equal to 540
Where resultant force on bracket B is 71332.43 N
= 11710 tan 200 cos 540
And bracket area = Length of bracket * Width of bracket
fr = 2505.39 N
= 445 * 50
To find axial forces acting at crown wheel
=22500 mm2
fa = fc tan Ф sin γ
Therefore,
=11710 tan 200 sin 540 Resultant force
= 3448.10 N Pressure P =
Bracket Area
71332 .43
By taking M @ A, =
22500
Where, P = 3.17 N/mm2
ft is the tangential forces acting on the crown wheel. The above calculation gives the required input for the
f Bv is vertical force acting on the bracket B analysis of given bracket component by using ANSYS
ft * (LAB+LBC) = fBv * LAB software.
ft * (1.574+1.905) = fBv * 1.574
32175.49 * 3.479 = fBv * 1.574 STATIC ANALYSIS OF BEARING BRACKET WITH
fBv =71117.23 N ANSYS SOFTWARE (FE 540 ALLOY);
Now taking summation of all vertical forces we get,
εf = 0
fAv + fBv + ft = 0
fAv = - ft - fBv
= - 32175.49 – (-71117.23)
f Av = 38941.74 N
By taking M @ A,
Where,
Fr is the radial force acting on the crown wheel.
fBh is horizontal force acting on the bracket B
ft * (LAB+LBC) = fBv * LAB Equivalent Von Mises Stress
fr * (1.574+1.905) = fBh * 1.574
2505 .39 * 3.479 = fBh * 1.574
fBh = 5536.78 N
Now taking summation of all vertical forces we get,
εf = 0
fAh +fBh + fr = 0
= - fr - fBh
= - 2505.39 – (-5536.78)
fAh =3031.78 N
Resultant force at bearing A
fAR = fAv 2 + fAh 2
= 38941.74 2 + 3031.782 Maximum Shear Stress
= 39059.58 N
Resultant force at bearing B. AISI 409 ALLOY:

fBR = fBv 2 + fBh 2

= 71117.232 + 5536.782
= 71332.43 N
As value for resultant force is more at bracket B than the
value at bracket A, hence bracket B is considered for
further calculation.

PRESSURE CALCULATION:
As the resultant force is to apply on bracket on its
surface it needs to convert into pressure, therefore we
Equivalent Von Mises Stress
have,

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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 6, Jun.-2017

THICKNESS 6 MM:
Maximum Shear Stress
NI CR ALLOY

VON MISES STRESSES

Equivalent Von Mises Stress

MAXIMUM SHEAR STRESS:

ECONOMICAL VIABILITY :
MAXIMUM SHEAR STRESS: The divisional ST workshop handles about 2400
NICR ALLOY--THICKNESS 5 MM: buses every year for repair and maintenance. Around
1000 bearing bracket have to be replaced every year due
to high failure rate. Cost of replacement of bracket is
about 2.5 lakh and additional labour charges are about 1
lakh. The total cost of replacement reaches upto 3.5 lakh
per annum. As per the market value the new selected Ni
Cr material is costlier by 20% than the Fe 540 alloy, till
using Ni Cr alloy for bracket may be economical as
design analysis reveals reduction in failure rate up to
50%..
Equivalent Von Mises Stress
RESULT AND DISCUSSION:
As per the calculations have been performed,
following value of forces observed on bearing and
bearing bracket. Which is incidentally converted into
pressure for finite element analysis.
The load on bracket A= 39509.58 N and
Load on bracket B=71332.43 N
Maximum Shear Stress

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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 6, Jun.-2017
Since the bracket B is critically loaded the design suitable for bracket design. The outcome with Nickel
and ANSYS done for bracket B and same bracket is used Chromium alloy with change in thickness by one mm
at both the locations. found more economical in design point of view.
As a step of analysis the properties of the Alteration in dimension gives most satisfactory value for
existing bracket material were obtained by testing the stress. So solution on bracket failure can be suggested in
bracket in the material testing laboratory. The chemical two ways. Either material can be replaced with NiCr with
composition of existing material is obtained. modified thickness of 1 mm or by change the thickness
of existing bracket by 2 mm.
Chemical Composition by weight
Element Weight % Our study is limited up to failure analysis of existing
Mn 1.60 material for given load condition and to suggest design
P 0.040 modification. This study full fills the objectives. But the
S 0.040 study can be extended in the way that the creating an
Si 0.45
actual model with suggested material and analysis
CE 0.44
carried out in lab by considering different load condition
Since the shape of the bracket is complex the
to find out the design validation for suggested material.
CAD technique is used for 3 D modeling of the bracket.
If it gives valid result then that bracket can be checked
The 3 D model is created on Creo 2.0 which is then
for actual performance on ST bus. After all a detail study
imported to ANSYS for FE analysis.
of composite material can done to find a suitable
The FE analysis considering proper loading and
composite material with comparatively less weight, less
boundary conditions has been performed and the result
cost and more durability.
has been tabulated as below.
The result tabulated in terms viz. total
REFERENCES:
deformation, Von mises stress and maximum shear
1) Sachin Shelke, Pradnya Kosbe, “Failure Analysis of
stresses. Case study is carried out for existing material
Bearing Cup”. International Journal of Innovative
and for modified material and modified dimension of
Research in Science, Engineering & Technology. An
bracket for original material. Value for deformation
ISO 3297:2007, Vol, Issue 6, Jun 2014.
decreases starting from Fe 540 alloy with thickness 4
2) [Link], U. Hari Babu, “Design and
mm to the same material with thickness 6 mm
Structural Analysis of Differential Gear Box at
respectively as shown in table. For material AISI 409
Different Loads”. International Journal of Advanced
alloy and NiCr alloy deformation is less than existing
Engineering Research and Studies E-ISSN2249–
bracket material. Value for Von Mises stress and max
8974.
shear also decreases starting from Fe 540 alloy to Ni Cr
3) Bhirud Pankaj Prakash, Bimlesh Kumar Sinha.
alloy material.
“Analysis of Drive Shaft”, International Journal of
The deformation value for existing bracket was
Mechanical and Production Engineering, ISSN: 2320-
comparatively more. The changes in thickness by only 2
2092, Volume- 2, Issue- 2, Feb.-2014.
mm, deformation value decreases. Similarly values for
4) M. Jeevan Prasad, [Link] Mahesh, and D. Krishna
Von- Mises stress and max shear stress varies
Mahan Raju, “Failure analysis of a Center Bearing
significantly. When material of bracket replaced with
Bracket Mount of a Propeller shaft in BS II Buses”.
Nickel Chromium, not only deformation but also value of
International Journal of Current Engineering &
Von-mises and max shear stress varies considerably.
Technology”.E-ISSN 2347-5161 Vol 5 No. 2 April
Therefore NiCr Alloy with new dimension of 5 mm
2015.
analyzed with ANSYS gives more acceptable results for
5) Santosh S Bagewadi, I G Bhavi And S N Kurbet
stresses.
“Design And Analysis Of Crown Pinion of A Differential
Gear Box for Reduced Number Of Teeth To Improve
8. CONCLUSIONS AND FUTURE SCOPE:
Torque Transmitted”, International Journal of
In this project work, investigation on bracket failure
Mechanical Engineering & Robotics, ISSN 2278 –
used in ST bus. After investigation, it is revealed that
0149 Vol. 3, No. 4, October, 2014
existing bracket with original material and dimension
tends to fail at given load condition.
A little dimension alteration can extend the life of
bracket as its load carrying capacity increases. Then
various metals, AISI 409 alloy and Ni Cr Alloy are tested
under ANSYS for structural analysis. The properties of
this material prove that these materials are more
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