Optimizing and Verifying Spline Contact Length in Heavy Commercial Vehicle Driveshaft Slip Assembly

Mert Can Kahyalar; Onur Şen; Murat Özbakış

Makale detayları

Optimizing and Verifying Spline Contact Length in Heavy Commercial Vehicle Driveshaft Slip Assembly

Yazarlar:

Mert Can Kahyalar | Onur Şen | Murat Özbakış

Yayıncı:

Süleyman Demirel University

Ana Başlıklar:

Makine Mühendisliği (Diğer)

Dergi:

Süleyman Demirel Üniversitesi Fen Bilimleri Enstitüsü Dergisi Vol.28 Issue 3, pp.293-299

Belge Tipi:

Makale

Yayın Tarihi:

12/2024

Belge Dili:

Türkçe

Document ID (Org No.):

2001332858

pISSN:

1308-6529

Anahtar kelimeler:

Özet:

 Driveshafts have two main movements, angular and axial, under road conditions. Angular movement is provided by universal joints while axial movement is provided by the sliding assy.. A sliding assy includes a yoke shaft and a tube sleeve, which engage each other through spline forms. The parts move axially back and forth during transmission thanks to the spline forms. During the movement of the motor vehicle, the sliding assy is subjected to torsion. Pressure comes out between the spline teeth. In this context, the size and length of the spline form are important when considering the pressure and stress distribution in the design process of sliding assy. In the study, the spline contact length of the sliding assy was optimized by analytical calculation of the pressure between the teeth, by changing only the spline contact length. In this context, the analytical calculation of the shear stress on spline teeth, which was used in a previous study and correlated with finite element analysis FEA, was also used here. Finally, the sliding assy with optimized spline length was subjected to static torsion test in the laboratory and confirmed by positive results. As a result of the spline contact length optimization without changing the tube sleeves parameter of the sliding assy, a weight reduction of 6.1 was achieved by reducing the spline length of the yoke shaft.

 Driveshafts have two main movements, angular and axial, under road conditions. Angular movement is provided by universal joints while axial movement is provided by the sliding assy.. A sliding assy includes a yoke shaft and a tube sleeve, which engage each other through spline forms. The parts move axially back and forth during transmission thanks to the spline forms. During the movement of the motor vehicle, the sliding assy is subjected to torsion. Pressure comes out between the spline teeth. In this context, the size and length of the spline form are important when considering the pressure and stress distribution in the design process of sliding assy. In the study, the spline contact length of the sliding assy was optimized by analytical calculation of the pressure between the teeth, by changing only the spline contact length. In this context, the analytical calculation of the shear stress on spline teeth, which was used in a previous study and correlated with finite element analysis FEA, was also used here. Finally, the sliding assy with optimized spline length was subjected to static torsion test in the laboratory and confirmed by positive results. As a result of the spline contact length optimization without changing the tube sleeves parameter of the sliding assy, a weight reduction of 6.1 was achieved by reducing the spline length of the yoke shaft.

 Driveshafts have two main movements, angular and axial, under road conditions. Angular movement is provided by universal joints while axial movement is provided by the sliding assy.. A sliding assy includes a yoke shaft and a tube sleeve, which engage each other through spline forms. The parts move axially back and forth during transmission thanks to the spline forms. During the movement of the motor vehicle, the sliding assy is subjected to torsion. Pressure comes out between the spline teeth. In this context, the size and length of the spline form are important when considering the pressure and stress distribution in the design process of sliding assy. In the study, the spline contact length of the sliding assy was optimized by analytical calculation of the pressure between the teeth, by changing only the spline contact length. In this context, the analytical calculation of the shear stress on spline teeth, which was used in a previous study and correlated with finite element analysis FEA, was also used here. Finally, the sliding assy with optimized spline length was subjected to static torsion test in the laboratory and confirmed by positive results. As a result of the spline contact length optimization without changing the tube sleeves parameter of the sliding assy, a weight reduction of 6.1 was achieved by reducing the spline length of the yoke shaft.

 Kardan millerinin yol koşullarına bağlı olarak açısal ve eksenel olmak üzere iki temel hareketi vardır. Açısal hareket üniversal mafsallar tarafından sağlanırken, eksenel hareket kayıcı takım tarafından sağlanır. Temel olarak, bir kayıcı takım, spline formları aracılığıyla birbirini kavrayan çatallı kayıcı mil ve kayıcı kovan olmak üzere iki parçadan oluşur. Parçalar, spline formlarının kavrama yüzeyleri sayesinde momenti iletirken aynı zamanda eksenel ileri-geri hareket edebilir. Motorlu aracın hareketi sırasında, kayıcı takım burulmaya maruz kalır. Burulma sırasında temas eden spline dişleri arasında basınç oluşumu meydana gelmektedir. Bu bağlamda, kayıcı takım tasarım sürecinde basınç ve gerilim dağılımı göz önüne alındığında spline formunun boyutu ve uzunluğu oldukça önemlidir. Çalışmada, kayıcı takımın yalnızca spline temas boyu değişimi sağlanarak dişler arasındaki basıncın analitik olarak hesaplanması sonucunda kayıcı takımın spline temas boyu optimize edilmiştir. Bu kapsamda, daha önce ortaya koyduğumuz bir çalışmada geçen ve sonlu elemanlar analizi FEA ile korele edilmiş olan spline dişlerinde kesme geriliminin analitik hesaplaması bu çalışmada da kullanılmıştır. Son olarak, optimize edilen spline boyuna sahip kayıcı takım laboratuvar ortamında statik burulma testine tabi tutulup, olumlu sonuçların alınmasıyla doğrulanmıştır. Kayıcı takım spline temas boyu optimizasyonu neticesinde kayıcı kovan spline boyu değiştirilmeden çatallı kayıcı milin spline boyunun azalması ile 6,1 seviyesinde ağırlık tasarrufu sağlanmıştır.

Makale detayları

Optimizing and Verifying Spline Contact Length in Heavy Commercial Vehicle Driveshaft Slip Assembly

Yazarlar:

Mert Can Kahyalar | Onur Şen | Murat Özbakış

Yayıncı:

Süleyman Demirel University

Ana Başlıklar:

Makine Mühendisliği (Diğer)

Dergi:

Süleyman Demirel Üniversitesi Fen Bilimleri Enstitüsü Dergisi Vol.28 Issue 3, pp.293-299

Belge Tipi:

Makale

Yayın Tarihi:

12/2024

Belge Dili:

Türkçe

Document ID (Org No.):

2001332858

pISSN:

1308-6529

Cardan Shaft

Slip Assembly

Optimization

Pressure

Shear Stress

SplineKardan Mili

Kayıcı Takım

Optimizasyon

Basınç

Kesme Gerilimi

Spline

Sayı

Makale detayları

Yazarlar: Mert Can Kahyalar | Onur Şen | Murat Özbakış

Yayıncı: Süleyman Demirel University

Ana Başlıklar: Makine Mühendisliği (Diğer)

Dergi: Süleyman Demirel Üniversitesi Fen Bilimleri Enstitüsü Dergisi Vol.28 Issue 3, pp.293-299

Belge Tipi: Makale

Yayın Tarihi: 12/2024

Belge Dili: Türkçe

Document ID (Org No.): 2001332858

pISSN: 1308-6529

Sayı

Yazarlar:

Mert Can Kahyalar | Onur Şen | Murat Özbakış

Yayıncı:

Süleyman Demirel University

Ana Başlıklar:

Makine Mühendisliği (Diğer)

Dergi:

Süleyman Demirel Üniversitesi Fen Bilimleri Enstitüsü Dergisi Vol.28 Issue 3, pp.293-299

Belge Tipi:

Makale

Yayın Tarihi:

12/2024

Belge Dili:

Türkçe

Document ID (Org No.):

2001332858

pISSN:

1308-6529