Professional Documents
Culture Documents
Actual Process
Sample of vehicles
Acceptance criteria
Limited permanent deformation, Maintenance of function Cycles to crack initiations, Limited crack propagation, Maintenance of function
Load Analysis
Objectives 1. 2. Ensure the structure will not fail in service. Ensure satisfactory fatigue life
For an early design stage, it is usually assumed that If the structure can resist the (rare) worst possible loading which can be encountered, then it is likely to have sufficient fatigue strength. Dynamic load = Static load x Dynamic load factor Sometimes an extra factor of safety is used. Equivalent load = Static load x Dynamic load factor x Safety factor
Consider the vehicle shown below, in which most of significant forces on the vehicle are shown.
RhZ dh Rhx
hh
Equilibrium equations
[M A = 0]
RF L + DA ha +
RF =
[M B = 0]
RR L + DA ha +
RR =
T = KT
and
1 1 1 1 = + + KT KF KB KR
Rear axle
where
H B
T B
Paxle
T
PL
B
Equilibrium equations
PR
T = (PL PR ) Paxle = PL + PR
B 2
Torque T will reach a limit when right wheel lifts off, i.e., when PR = 0.
T max = Paxle
B 2
Maximum bump height Hmax that cause the right wheel to lift off the ground is
H max
Paxle B 2 = 2KT
Torsion bump height Pawlowski Bump height, Hmax Dynamic consideration Increase the static moment by a factor of a) 1.3 for road vehicles b) 1.5-1.8 for off-road truck 0.2 m Erz 0.2 m
Torque Couple
This pure torsion load case could not occur in practice. However, it is important because it generates very different internal load in structure.
Accelerating
Maximum performance in longitudinal acceleration of a motor vehicle is determined by one of two limits engine power or traction limits on the drive wheel. - At low speeds tire traction may be the limiting factor. - At high speeds engine power may account for the limits.
Traction-Limited Acceleration
1) Front wheel drive CG
dV M dt
Mg
h
Equilibrium equations
Wheels reactions
dV = R F dt
RF = RR =
R F
RF
R F + R R = Mg dV R R L = Mga + M h dt
Mg (L a ) L + h Mg (a + h ) L + h
RR
dV M dt
Mg h RR
Equilibrium equations
Wheels reactions
M
a L
dV = R R dt
RF
R R
R F + R R = Mg dV R F L = Mg (L a ) M h dt
RF = RR =
Mg (L h a ) L h Mga L h
Power-Limited Acceleration
Engine
Clutch
Te , I e , e
Te Tc Td Ta Ie It Id Iw
Engine torque Torque input to transmission Torque input to driveshaft Torque on the axle Rotational inertia of the engine Rotational inertia of the transmission Rotational inertia of the driveshaft Rotational axle shaft Rotational Rotational Rotational inertia of the wheels and acceleration of the engine acceleration of the driveshaft acceleration of the wheel
Tc
Transmission Nt ,It ,e ,t
Td
Driveshaft
I d , d
Nf , f
Differential
e d w
Ta
I w , w
The flow of the torque from the engine to wheels can be derived as follows
Tc = Te Iee
Td = (Tc I t e )N tt Ta = (Td I d d )N f f Fx r = Ta I w w
The rotational accelerations are related by
d = N f w e = N t d = N t N f w
Using the above equations, we can solve for the tractive force that can be obtained from the engine as
Fx = Te Nt N f t f r (Ie + It )Nt2 N 2 + Id N 2 + I w f f
Effective inertia
]a r
x 2
Braking
dV M dt
CG
Mg a RF RR h
dV kM = R F dt
Equilibrium equations
(1 k )M dV
= R R dt
Wheels reactions
Mg (L a + h ) L
dV = R F + R R dt
R F + R R = Mg dV R R L = Mga M h dt
RF = RR =
Mg (a h ) L
Striking a Bump
PV H + (Assume the tire does not deflect excessively) P
2R
PH
PV = P sin PH = P cos
= arcsin
Thus
R H R
PH =
PV tan
Lateral loading
1. Cornering 2. Overturning
Cornering
Sliding of tires can produce the maximum force of
CG
Flat
Fmax = Mg
Fmax
Overturning
The worst possible condition occurs when the vehicle is about to roll over. Equilibrium condition
CG
Flat
Flat h = Mg
B K 2
R inside
B 0 R outside Mg
PF
L1 L2
CG
Flat
MgBK L1 PR = L +L 2h 1 2
PR
Vertical load
Traction Tire
- Smaller increase in traction as the vertical load is increased. - Cornering efficiency is defined as
Cornering Eff . =
Ex.
Vertical load 500 1,000 1,500 2,000
Traction Cornering Eff. available 700 1,000 1,250 1,500 1.40 1.00 0.83 0.75
Weight Distribution
In this section we will study the effect of weight distribution on a car handling behavior. Example 1 750 850 750 850
750 850
Car weight 3000 lbs. Front end weight 50 % Left side weight bias 0 lbs Load transfer from cornering 0 lbs
750 850
Cornering eff . =
Example 2
450
1130
Cornering eff . =
Car weight 3000 lbs. Front end weight 50 % Left side weight bias 0 lbs Load transfer from cornering 1000 lbs
Basic Requirements
Purpose of structure
1. To maintain the shape of the vehicle 2. To support the various loads applied to vehicle.
Strength
Definition : Maximum force which the structure can withstand. Notes
- Different load cases cause different local component loads. - The structure must have sufficient strength for all load cases. - Structure can lose its function by Overstressing (yielding) Buckling joint failure fatigue failure
Stiffness
- Stiffness has an important influences on vehicle handling and vibrational behaviors and function of vehicle part such as doors. The two stiffness definitions are 1. Bending stiffness, KB
Relates the symmetrical vertical deflection of the point near the center of the wheelbase to multiples static loads on the vehicle.
2. Torsional stiffness, KT
Relates the angular deflection to an applied pure torque about the longitudinal axis of the vehicle.
- Torsion case usually difficult to design for, so that the torsional stiffness is often used as a benchmark of vehicle structure.
Satisfactory Structure
Satisfactory Structure
4A t J= E S
AE is the enclosed area t is the wall thickness S is distance around section perimeter
Torsional stiffness, KT
KT = G is material shear modulus L is length of member
GJ L
Hence there is a great advantage in increasing the breadth and depth of the member.
- add roll cage to passenger compartment). - more increase in the torsional stiffness.
- Coachwork can consist of thin sheet metal cladding, attached directly to the framework.
3. Monocoque
4. Punt structure
- Floor member are of large closed section with good joints between member. - In many case the upper body is treated as structural insignificant.
Lotus Elise
Ford GT 40
- Small section tubular members are built into ring-beam. - Each ring beam must be stiff locally at the corner. - Ring-beam are moderately effective at carrying local in-plane shear.
Definition
SSS is a plane structural element that can be considered as rigid only in its own plane (i.e. flexible to out-of-plane load). z y Fz Fx t a
1 3 at 12 1 I yy = tb 3 12 1 I zz = bt 3 12 I xx =
My
I yy >> I xx I yy >> I zz
Examples of SSS
Q1
1. Panel
Q2 Q1
Q1
Q2
2. Swaged panel
Q1
Q2
Q2
Corner gussets
4. Windscreen frame
Q2
Examples of non-SSS
Panel-Boom
Stiffener
a
Panel (web)
The structure consists of a thin rectangular sheet to which a rod is bonded along each edge. - without a panel the structure is unstable.
Fz
FBD.
- with a diagonal member the structure is stable statically determinate truss. - with a panel, to make it a statically determinate structure, we assume that panel carries only shear load. Panel does not participate in producing internal bending moment at the section.
K1 Q1 Q2 Q1 Q2 K2
Fz
K1 Q1 Q2 Q2 Q1
Equilibrium equations
Vertical boom Panel Top boom
Fz Q 2 = 0 Q1 b Q 2 a = 0 Q1 K 1 = 0 Q1 K 2 = 0
Q2 = Fz Q1 = Q2 K1 = Q1 K 2 = Q1 a Fz a = b b
Fz
K2
Bottom boom
Shear force
Fz x b
Fz
Fz x b
Fz
Bending moment
Fz
Fz a
Floor Panel
K3 Q3 w2 w1 Q4 Q3 K4 l
Fz
Q4
An auxiliary beam is added to carry the vertical load Fz. Equilibrium equations
Floor panel Cross beam
Q 3w 1 Q 4 l = 0 K 3 + K 4 Fz = 0 K 3w 1 Fz (w 1 w 2 ) = 0
Bending moment diagram
Bending moment a a
K3
0
K4
Fz a
Fz
K3 E
Cross beam Longitudinal beam
K1
FzC
+
K1 K2 D
FzL
E
K3
L =
FzLab L2 b 2 a 2 6EI L (a + b )
C = L
2K 1 + K 2 + K 3 = FzL
Solve
K 2a = K 3 b
Equilibrium equations
1 4
2K 1 Fz = 0 K 2 + K 3 K1 = 0 K 1a K 3l = 0 2R f 2K 2 = 0 2R r 2K 3 = 0
Note : Roof panel (No.3) carries no loads.
5 6
Q5
Rr R r Q6 2
Q5
Rf R f
Equilibrium equations Rf f Rr r = 0
3 4 5 6
Q 6w + Q 4 l = 0 Q 5l Q 6h = 0 R f f + Q 4 h Q 5w = 0 Q 5w Q 4 h = 0
Q4 r Q5 Q4
No. 3 No. 2, 4
Q4
Q6 Q5
0 0
Q5
Rr R r Q6 2
No. 6 Q5
Rr 0 No. 5 Rr 0
Rf R f
Saloon Car
Windscreen
13
14
15 frame
Backlight
16
12
Cowl
11
Dash panel
7
Engine rail RF Central longitudinal tunnel 3 Floor panel Front seat cross beam
RR
SSS 1, 2, 4 : Carry seat loads, support SSS7 SSS 6 : Carry luggage loads, rear suspension loads SSS 7 : Carry engine/transmission loads, front suspension loads SSS 8 : Support SSS7 SSS 9 : Transfer load to SSS10 SSS 3, 8, 12-16, 9, 5, 4, 11 : Shear carrying member
Station Wagon
14 13 12 A-pillar 15 9 10 8
RF RR
6 4
11 3 1 2 5
SSS 7 : Carry rear suspension load SSS 10 : Carry front suspension load SSS 8, 9 : Support SSS10 SSS 11, 2 : Support SSS8 SSS 4, 6, 7, 11-15 : Shear carrying members
Van
7
8 3
10
SSS 1-6 : Carry bending load SSS 5-10 : Carry torsion load
2
RR RR RF RF
Synthesis vs Analysis
Synthesis
Given : Beam with a combination of uniformly distributed load and concentrated load. Question What section size is required to support these loads ? 1. Solution 2. Procedure to achieve a solution Shape, dimensions, material etc. Optimization
Analysis
Given : Beam with a combination of uniformly distributed load and concentrated load. Also beam type, length, cross-section shape, size and material used are given. Question Can this structure carry the load ?
Suggested Steps
1. 2. 3. 4. Estimate the loads and loading conditions (it is recommended to start first with bending and torsion load case) Draw FBD and loading diagram Formulate a system of equation to solve for the edge forces. Construct a shear and bending moment diagram.
Step 1 to 4 should be repeated for local subunits. 1. Lower structure 2. Dash and rear seat panel 3. A-pillar 4. B,C,D pillars. 5. Cantrails, windshield, and backlight glass.
Design Guidelines
1. 2. 3. 4. SSS can resist only tension, compression and shear forces in its own plane. Stiffener (integral or add-on) are required to improve the capability of compression load carrying. Stiffeners are required in order to resist small, distributed load normal to the SSS Large concentrated loads must be resisted by transmitting loads to the plane of an adjacent SSS or use a stiffening member to distribute the load.
Alternative design
Use bulkhead
Lower support
Upper support
Steering column assembly performance criteria require are 1. Meet a minimum natural frequency target to assure vibration isolation from road and engine idle excitation. Minimize wheel deflection 2. Accommodate occupant safety and vehicle crashworthiness objectives.
Force analysis
FBD : Steering column
Y W FU FL L A
FU =
W (L + A ) L WA FL = L
Fd = W W (L + A ) (L + B ) WA B L L Fx = H
Dash panel
Support bracket
Construction
Alternative design 1
Cowl air plenum panel
Fx Fx Fd R
Alternative design 2
Cowl bar beam
Fx Fd Fx
Alternative design 3
Fx Fd Fx R
Transverse beam