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Cross Shaft Design From the Aspect of Capacity

Article · January 2011

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56 Scientific Technical Review, 2011,Vol.61,No.1

UDK: 62-522: 519.61/.65

COSATI: 13-06

Cross Shaft Design From the Aspect of Capacity

Lozica Ivanović1)
Danica Josifović1)
Katarina Živković1)
Blaža Stojanović1)

A cross shaft is one of the most important parts of the Cardan joint. In most cases, the size and lifetime of the Cardan
joint depend on the cross shaft. To ensure the quality of mechanical parts, it is necessary to fulfill the basic
constructional requirements related to the form, function, material and manufacturing procedure. The form of
mechanical parts is the result of adjusting all of these requirements, and the task of a constructor is to develop forms
with the aim of finding the best solution. This paper describes the procedure of determining the effect of geometry
changes on the stress level in the cross shaft of the Cardan joint. The task of the Cardan joint is mechanical
transmission of power and motion between shafts that change the position of their axes in the process of exploitation
or are placed at a certain angle. The critical stress at the cross shaft was calculated by the analytical method and
tested by a numerical solution. It is shown how small changes in the geometry of the cross shaft can lead to a
significant reduction of critical stress. The most favorable ratio between the geometry of the cross shaft and the
extreme stress values has been obtained by the means of the iterative correction of the form and the repetition of the
numerical stress calculation.

Key words: cross shaft, critical stress, numerical methods, geometric shape, cardan joint.

Introduction Cross shaft

C ARDAN joints are used to connect misaligned

intersecting shafts. They transmit rotational motion
from one shaft to another. Cardan joints, also referred to as
A cross shaft is one of the most important parts of the
Cardan joint. In most cases, the size and lifetime of the
Cardan joint depend on the cross shaft [4].
either universal joints or Hooke joints, have been used for
many years in mechanical devices such as automobiles and
aircraft. These applications required small joint angles.
Cardan joints can be used under high speed, large operating
angle and heavy load conditions [1-4].
In the development of agricultural and transport
mechanical engineering there is a rapid development of
Cardan mechanisms and their increasing use. For mobile
transportation and agricultural machines, in a motion
subjected to significant shaking and change of position of
some of their shafts, it was necessary to mount such a
mechanism that does not react to changes in the position of
the shaft axes, and thereby maintain good exploitation
properties of the machine.
Cardan joints are used in transport and agricultural
machinery, cars and locomotives, radio electronic devices,
machine tools, drills and pumps of the oil industry, control
mechanisms in aircraft and helicopters, timber industry, Figure 1. Cross shaft [5]
textile industry, etc. [4]. The cross shaft is loaded on bending and torsion torques.
A correct placement of Cardan mechanisms, in terms of Bending stresses in the base of the cross shaft sleeve
structural composition, gives to a designer a possibility of (critical section a-a), if ignoring the center hole for
greater freedom in solving mutual arrangement of shaft lubrication, can be determined as follows (Fig.1) [5]:
transmitters. However, the use of Cardan joints in some
cases leads to the creation of large dynamic loads Pl
(hydraulic transmissions, etc.).
σs = , (1)
Ws
A change in the cross shaft shape has been given as an
example for improving the capacity of a construction. where:
1)
University of Kragujevac, Faculty of Mechanical Engineering, Sestre Janjić 6, 34000 Kragujevac, SERBIA
57 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY

l = h1 − L . (2) - Distance l
2
L
The maximum force on the inlet of the cross shaft is: l = h1 − = 0,006 m
2
M u 2 max M u 2 max
P= = , (3) - Torsion torque on the drive shaft
2R F−L
PU
and the resistant bending torque on the sleeve: MU1 = = 63,662 Nm
π ⋅ n1 ⋅ 30
Ws = π d ,
3
(4) - Maximum and minimum torsion torque
32
so that the bending stress: MU1
M u max 2 = = 73,511 Nm

( )
i12 min
32 M u 2 max h1 − L
2 . MU1
σs = (5) M u min 2 = = 55,133 Nm
( F − L)π d 3 i12 max
In the equations, the main symbols are: - Constant torque component on the output shaft
h1 - distance between the front sleeve and the budget
section, 1 + cos α12
M 2k = M U 1 ⋅ = 68,586 Nm
L - length of the needle bearings, 2 cos α12
F - the distance between the front of the cross shaft, and
d - sleeve diameter. - Variable torque component on the output shaft
Shear stresses on the cross shaft can be determined by
the equation: sin 2 α12
M 2 p = MU1 ⋅ = 9,189 Nm
2 cos α12
4P
τ= . (6) - Maximum and minimum torsion torque on the output
πd 2
shaft
Taking into account that the cross shaft can be made of
different types of steel, some experiences [5] show that it is M u 2 max = M 2 k + M 2 p = 77,775 Nm
good that the bending stresses do not exceed 150-300 MPa M u 2 min = M 2 k − M 2 p = 59,397 Nm
for passenger cars and 150-250 MPa for commercial
vehicles. - Maximum force on the branch of the cross shaft
The analysis of the actual stress distribution and the
behavior of cross shafts of Cardan joints in operation shows M u 2 max
P= = 2,509 kN
that the initial cracks, as the beginning of the destruction, F−L
usually occur in the zone below the nipple hole. The
strength of the cross shaft can be increased with the - Resistant bending torque
construction solutions in which the central lubrication hole
π ⋅d3
is set at the head of branches, as well as with increasing the Ws = = 1,439 ⋅ 10 −7 m 3
radius of the curves between the sleeve and the middle part 32
of the cross shaft. - Bending stress
P ⋅l
Analytical calculation of the cross shaft of the σs = = 100,8 MPa
Ws
Cardan joint
An analytical and a numerical calculation were carried - Shear stress
out for the Cardan joint cross shaft that was in exploitation,
4⋅ P
using the actual measures from the model. The model τ= = 24,15 MPa
parameters are then varied as well as the stress state of the π ⋅d2
numerical method in order to reach the best variant with the - Equivalent stress
lowest stress [6, 7]. The basic data for the calculations are
given in Table 1.
σ e = σ s2 + 3 ⋅ τ 2 = 109,2 MPa
Table 1. Basic data
The stress is lower than the allowable stress which is
Name Value σd=150 MPa.
Entry power PU=10 kW
Entry number of rotation n1=1500 min-1
Structural finite element analysis of the cross shaft
Slope α12=30o
This part of the paper gives the structural finite element
Shear modulus G=0.8·105 MPa
analysis, done in the CATIA® software, which will be used
Dimensions of cross shaft d=11.5 mm
to check the analytical stress values obtained for the Cardan
F=40 mm
joint cross shafts as well as to check the effect of changes in
h1=10.5 mm
the shape of the size of maximum stress. It will be shown
L=9 mm
how the changes on the model affect the maximum stress.
58 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY

A cross shaft is a symmetrical element with four

branches arranged at an angle of 90 degrees to each other.
On each of these branches, there is the same force
transmitted through the bearings. As the cross shaft is
symmetrically loaded by the same four forces, the
numerical analysis can extract and observe only one-quarter
of the cross shaft, which is loaded by one force. Fig.2
presents a model pin cross and Fig.3 presents its quarter to
be used in the finite element analysis.

Figure 4. A quarter of the full model cross shaft (variant 1)

Figure 2. Cross shaft

Figure 5. Stress of the quarter cross shaft (variant 1)

The maximum stress that occurs at the root is 105.981

MPa, which is about 3% different from the equivalent stress
obtained by the analytical method, which has a value of
109.2 MPa. In order for the deviations of the low stress
values to be reliable further on in the numerical method, the
values obtained by the model modification are compared. It
can be thus seen how small changes in the model affect the
value of the maximum stress.
Figure 3. Quarter of the cross shaft

Calculating the cross shaft starts from a simplified model

in order to get to the results as close as possible and then
the finite element analysis is carried out on the actual
model, and the modified models to reduce stress.
Several variants occur while preparing calculation and in
order to seek optimum solutions. Each cross shaft is
considered inder the same conditions, loaded by the same kind
of force in the same way, which has a value of 2059 N with a
mesh size on the model of 1.5 х 0.5 mm and a local
fragmentation of the mesh size in the same place from 1mm.
Variant 1: A simplified model is different from the real
one because it has no opening for the passage of lubricants.
Since the analytical calculation was made for the full pin, it
is justifiable to use this pin. The image of this model is
shown in Fig.4, and the stress distribution for it in Fig.5. Figure 6. A quarter of the model cross shaft (variant 2)
59 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY

At the root the occurring maximum stress has a value of

87.411 MPa, which is almost 17% lower than the stress value of
the previous model and up to 20% less than the stress obtained
analytically, which means that the curve has an influence on the
reduced stress concentration at the critical section.
Variant 4: In this case, a radius of 0.5 mm at the turn
was detained and the radius at the root was increased for
1mm. The modified model is shown in Fig.10 while the
stress state of such a model is given in Fig.11.

Figure 7. Stress of the quarter cross shaft (variant 2)

Variant 2: The actual cross shaft is different from the

previous corresponding cross shaft simplified analytical
model because it has the openings for the passage of
lubricants. The model was made based on the actual cross
shaft shown in Fig.6, and the stress distribution with the
maximum values is shown in Fig.7.
The comparison of the results with the previous case shows
that the values are very close and the stress slightly changed
from 105.981 to 105.032 MPa, which is less than 1%. This
value is lower than in the stress obtained analytically for about
4%. Therefore, we can conclude that lubricant openings have a Figure 10. A quarter of the model cross shaft (variant 4)
negligible impact on the stress size.
Variant 3: Since the actual cross shaft has no curves, a
curvature of 0.5mm at the turn and at the root of the shaft
was introduced in order to affect the concentrated stress
size reduction. Fig.8 presents the model derived from this
change and the stress distribution is given in Fig.9.

Figure 11. Stress of the quarter cross shaft (variant 4)

The maximum stress that occurs at the base has a value

of 73.306 MPa, which means that the loss in the reduced
stress concentration at that point is 16% when compared to
the previous case and about 33% when compared to the
Figure 8. A quarter of the model cross shaft (variant 3)
analytically derived stress.

Figure 9. Stress of the quarter cross shaft (variant 3)

Figure 12. A quarter of the model cross shaft (variant 5)
60 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY

treated as the previous one, under the same conditions, the

same load and the same mesh as in the previous variants.

Figure 13. Stress of the quarter cross shaft (variant 5)

Variant 5: If we continue with radius increasing, and the

radius in the root increases from 1 to 1.5 mm, there is a change
of the stress state in the model and the stress concentration is
reduced. At the same time, other dimensions remain Figure 16. A quarter of the new model cross shaft (variant 6)
unchanged from the previous example. Fig.12 gives the
changed model and Fig.13 is the stress distribution.
Changing the radius of curves gives the maximum stress
of 61.353 MPa that occurs at the root of the cross shaft,
which is a decrease of 16% when compared to the previous
example, with respect to the stress obtained by analytical
reduction, which is 44%.
Variant 6: In search for a solution, a new model of the
cross shaft has been created (Fig.14). The new cross shaft
has a different design from the previous one, keeping the
same assembly and functional measures, given in Fig.15.

Figure 17. Stress of the quarter cross shaft (variant 6)

The maximum stress that occurs at the base has a value of

63.372 MPa, which is, when compared to the previous case,
higher by 3%. When compared with the fourth variant, which
has the same combination of radii, a new shaft has a lower
stress by about 16%, and therefore its shape is the favorable
Figure 14. Model of the new cross shaft variant of the previously applied forms.

Analysis of results
Based on the analysis of cross shafts, the cheapest option
which has the lowest stress can be chosen. Table 2 gives the
maximum stress variations at the cross shafts. The case with the
lowest stress is marked and chosen as the most favorable one.

Table 2. Maximum stress with the percentage difference at the cross shaft
Cross shaft
Analytically calculated stress: 109.2 MPа
Stress difference
Maximum Stress difference from the
No from the previous
stress analytically calculated [%]
model [%]
1 105.98 MPа 2.95
2 105.03 MPа 0.90 3.82
3 87.41 MPа 16.78 19.95
Figure 15. Dimensions а) real and b) new cross shaft 4 73.31 MPа 16.14 32.87
A new model of cross shaft is shown in Fig.16, while the 5 61.35 MPа 16.31 43.82
distribution of its stress is given in Fig.17, where the model is 6 63.37 MPа -3.29 41.97
61 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY

Conclusion Acknowledgment
Based on the analysis conducted for the Cardan joint The financial support for the work described in this
cross shafts, it can be concluded that small changes in the paper was provided by the Serbian Ministry of Education
shape can lead to large changes in the stress state of the and Science, Project (TR35033).
investigated part.
Stress concentration can be reduced by curves. References
Increasing curves reduces stress concentration to a marginal
extent, followed by an increase in curves increases and [1] HUMELL,R.S., CHASSAPIS,C.: Configuration design and
optimization of universal joints, Mechanism and Machine Theory
stress. 1998, Vol.33, No.5, pp. 479-490.
The results obtained by the analytical calculation cannot
[2] HUMMEL,S.R., CHASSAPIS,C.: Configuration design and
be reliably used in all cases as authoritative, because they optimization of universal joints with manufacturing tolerances,
are made for a general simplified model. With a more Mechanism and Machine Theory 2000, Vol.35, pp.463-476.
complex shape and keeping the same dimensions relevant [3] HUMMEL,S.R.: Adjustable universal driver, United States Patent,
for calculation, the stress can be significantly changed, 1993, No.5, pp.188-189.
which cannot be seen in the analytical calculation. [4] TАNАSIЈЕVIĆ,S.: Mechanical transmissions, Yugoslav Tribology
Therefore, the numerical calculation has to be used since it Society Krаguјеvаc (in Serbian), 1994.
takes into account the shape, and any change in the shape [5] KОŽЕVNIKОV,N.S., PЕRFILIЕV D. P., Cardan joints, Mаšgiz,
influences the change in the stress. Mоskvа (in Russian), 1962.
By examining the cross shaft, it was concluded that the [6] ŽIVKOVIĆ,K.: Virtual simulation techniques and their
applications in optimal design of industrial products, Master thesis,
grooves in the transition and base sleeve can reduce stresses Kragujevac (in Serbian), 2010.
up to 40%. The studies indicated that the cheapest option is
[7] ŽIVKOVIĆ,K., IVANOVIĆ,L., STOJANOVIĆ,B.: The effect of
when two different radius curves are given, with the smaller geometry on the stress distribution of cross shaft, The 7th
radius at the turn of a larger underlying sleeve. International Scientific Conference Research and Development of
To verify the results, it is desirable to use some other Mechanical Elements and Systems IRMES 2011, Zlatibor, Serbia,
software in which the numerical method for the same April 27-28, 2011, pp.245-252.
models is loaded in the same way to get more reliable
Received: 21.02.2011.
results.

Oblikovanje krstaste osovine sa aspekta nosivosti

Krstasta osovina je jedan od najvažnijih delova kardanskih vratila. U većini slučajeva dimenzije i vek kardanskog
vratila zavise od krstaste osovine. Za obezbeđenje kvaliteta mašinskih delova, a takođe u ovom slučaju krstaste
osovine, neophodno je ispuniti osnovne konstrukcione zahteve koji su u vezi sa oblikom, funkcijom, materijalom i
postupkom izrade. Oblik mašinskog dela je rezultat usklađivanja svih tih zahteva, a zadatak konstruktora je
usavršavanje oblika sa ciljem iznalaženja najboljeg rešenja. U ovom radu je prikazan postupak utvrđivanja efekta
promene geometrije na veličinu napona krstaste osovine kardanskog prenosnika. Zadatak kardanskih prenosnika je
mehanički prenos snage i kretanja između vratila koja menjaju položaj osa u procesu eksploatacije ili su postavljena
pod izvesnim uglom. Kritični napon na krstastoj osovini je izračunat analitičkom metodom i proveren numeričkim
rešenjem. Pokazano je kako male promene u geometriji krstaste osovine mogu dovesti do znatnog smanjenja
kritičnog napona. Iterativnim postupkom korekcije oblika i ponavljanjem numeričkog proračuna napona postignut
je najpovoljniji odnos geometrije krstaste osovine i ekstremnih vrednosti napona.

Ključne reči: krstasta osovina, kritični napon, numeričke metode, geometrijski oblik, kardansko vratilo.

Формирование пересечения крестообразного вала с учётом

проектной мощности
(Дизайн крестообразного вала с точки зрения ёмкости)
Пересечение моста крестообразного вала является одним из самых важных частей карданных шарниров. В
большинстве случаев размер и срок службы карданного шарнира зависят от отбора мощности
крестообразного вала. Для обеспечения качества механических частей, а также в этом случае и
крестообразного вала, необходимо удовлетворить основным конструкционным требованиям, касающимся
формы, функции, материальной и производственной процедур. Форма механической части является
результатом выравнивания всех этих требований, и профессиональной задачей конструктора является
подготовка форм с целью, чтобы найти лучшее решение. Настоящая работа описывает процесс определения
влияния изменения геометрии на величину напряжения крестообразного вала карданной передачи. Задача
карданной передачи механическая передача энергии и движения между осями шарниров, с целью изменения
положений осей в процессе эксплуатации или они уже устанавлены под углом. Критическое напряжение на
крестообразном вале было рассчитано с использованием аналитического метода и проверено путём
численного решения. Здесь показано, что небольшие изменения в геометрии крестообразного вала могут
привести к значительному снижению критического напряжения. Итерационным процессом коррекции форм
 IVANOVIĆ.L., JOSIFOVIĆ.D., ŽIVKOVIĆ.K., STOJANOVIĆ.B.: CROSS SHAFT DESIGN FROM THE ASPECT OF CAPACITY 62

и повторением численных расчётов напряжения было достигнуто наиболее благоприятное соотношение

геометрии крестообразного вала и крайних значений напряжений.

Kly~evwe slova: крестообразный вал, критическое напряжение, численные методы, геометрическая форма,
карданный шарнир (коробка отбора мощности).

Conception de l’axe en croix sous l’aspect de capacité

L’axe en forme de croix représente une part très importante chez les arbres à cardan. Dans la plupart des cas les
dimensions et la durée de vie des arbres à cardan dépendent de l’axe en croix. Pour assurer la qualité des pièces
mécaniques et de l’axe citée il est nécessaire de remplir les exigences basiques de construction qui sont en rapport
avec la forme, la fonction, le matériel et le procédé de fabrication. La forme de la pièce mécanique est le résultat du
réglage de tous ces exigences et la tâche du constructeur est de perfectionner cette forme pour trouver la meilleure
solution. Dans ce travail on a présenté le procédé pour la détermination des effets de la modification de géométrie à la
tension de l’axe en croix de l’arbre à cardan. Le rôle de cet arbre est de transmettre la force et le mouvement entre les
arbres qui changent la position des axes pendant l’exploitation ou quand ils sont posés sous un certain angle. La
tension critique chez l’axe en croix est calculée à l’aide de la méthode analytique et vérifiée par la solution numérique.
On a démontré comment les petits changements de la géométrie de l’axe en croix peuvent conduire à la diminution
signifiante de la tension critique. Par le procédé itératif de la correction de forme et la répétition du calcul numérique
on a réussi le rapport le plus favorable entre la géométrie de l’axe en croix et les valeurs extrêmes de la tension.

Mots clés: axe en forme de croix, tension critique, méthodes numériques, forme géométrique, arbre à cardan.

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