SKMM3941-CAR STRUCTURE ANALYSIS (BENDING CHARACTERISTIC) MAKMAL
III SEM 2 2014/2015
CAR STRUCTURE ANALYSIS (BENDING CHARACTERISTIC)1. TITLECar
Structure Analysis (Bending Characteristic)
2. INTORDUCTIONA car is a wheeled, self-powered motor vehicle
used for transportation. Most definitions of the term specify that
cars are designed to run primarily on roads, to have seating for
one to eight people, to typically have four wheels, and to be
constructed principally for the transport of people rather than
goods. Cars did not become widely available until the early 20th
century. Cars are equipped with controls used for driving, parking,
and passenger comfort and safety. New controls have also been added
to vehicles, making them more complex. Examples include air
conditioning, navigation systems, and in car entertainment. Most
cars in use today are propelled by an internal combustion engine,
fuelled by deflagration of gasoline (also known as petrol) or
diesel.
Cars are expected to perform very high in acceleration, braking,
handling, aesthetics, ergonomics, manufacturing and maintenance
within minimum manufacturing cost with no compromise on driver
safety. The car must also satisfy safety requirements such as side
impact protection and impact attenuator. Finally the cars are
judged on the basis of performances during static and dynamic
events including technical inspection, business presentation, cost,
design, endurance tests. In designing this test rig, the total
loads from the vehicle structure have been identified under bending
and torsion case. The test rig function to produce the torsion and
bending case and the loads is measured by using the load cell.
Before the car is produced, many test had been conducted by the
researcher in automobile industries to achieve some standards and
for customers safety and satisfaction. One of the tests that are
being conducted is a car structure bending test. This test is
conducted to measure the vehicle strength and stiffness on a static
bending case of the vehicle structure. To test the car for bending
test, researcher used Test Rig for bending on vehicle. This method
has been widely used. By using that rig, an artificial situation of
bending can be produced. Moreover, the load and the stiffness of
the vehicle can be measured for static bend condition.
Proton Holdings Berhad is a Malaysia automobile manufacturer.
The second generation Proton Saga, also called the saga BLM
launched on 18 January 2008 is one of the Proton products.
Previously, the first generation Proton Saga was Protons most
successful model, having a 23 years long span. In this experiment,
we will determine the bending of the car structure of the most
popular car model among Malaysian.
3. OBJECTIVE1) To investigate and determine the bending
stiffness of saga BLM car structure.2) To analyse the maximum
deflection and maximum stress the car structure.3) To determine the
critical point due to bending effect.
4. SCOPE1) Analysis the maximum deflection and maximum stress
the car structure is able to withstand.2) Only bending effect is
considered.3) Understanding on principal of bending characteristic
on vehicle structure.4) Study of structural design and
analysis.
5. EQUIPMENTName of EquipmentFigures
Saga BML body structure.
Three of Dial gauge
Measuring tape
6. THEORYIn designing the bending characteristic of car
structure, the specifications such as functions, design
requirements and evaluation criteria must be defined clearly.
According Mott (2004), functions tell what the device must do,
using general, non-quantitative statements that employ action
phrases such as to support a load, to lift a crate, to transmit
power or to hold two structural members together. Moreover he said,
design requirements are detailed, usually quantitative statements
of expected performance levels, environmental conditions in which
the device must operate limitations on space or weight or available
materials and components that may be used. Whereas, evaluation
criteria are the statements of desirable qualitative
characteristics of a design that assist the designer in deciding
which alternative design is optimum- that is, the design that
maximizes benefits while minimizing disadvantages.Based on Mott
(2004), there are three basic fundamental kinds of stress; tensile,
compressive and shear. Tensile and compressive stress, called
normal stresses, are shown acting perpendicular to opposite faces
of the stress element. Tensile stresses tend to pull on the element
whereas compressive stresses tend to crush it. Shear stresses are
created by direct shear, vertical shear in beams or torsion. In
each case, the action on an element subjected to shear is a
tendency to cut the element by exerting a stress downward on one
face while simultaneously exerting a stress upward on the opposite,
parallel face. Stress can be defined as the internal resistance
offered by a unit area of a material to an externally applied load.
= force/area = F/AIn Applied mechanics, bending (also known as
flexure) characterizes the behaviour of a slender structural
element subjected to an external load applied perpendicularly to a
longitudinal axis of the element. The structural element is assumed
to be such that at least one of its dimensions is a small fraction,
typically 1/10 or less, of the other two. When the length is
considerably longer than the width and the thickness, the element
is called a beam. For example, a closet rod sagging under the
weight of clothes on clothes hangers is an example of a beam
experiencing bending. On the other hand, a shell is a structure of
any geometric form where the length and the width are of the same
order of magnitude but the thickness of the structure (known as the
'wall') is considerably smaller. A large diameter, but thin-walled,
short tube supported at its ends and loaded laterally is an example
of a shell experiencing bending. In the absence of a qualifier, the
term bending is ambiguous because bending can occur locally in all
objects. Therefore, to make the usage of the term more precise,
engineers refer to a specific object such as the bending of rods,
the bending of beams, and the bending of plates, the bending of
shells and so on.For this experiment, we are to simply analyse the
effects of bending stress on a vehicular structure. In the analysis
of vehicular structures, the analysis can be simplified into beam
type elements. Here, the bending stiffness of a beam can be derived
from the beam deflection equation when the beam is subjected to a
force. Bending stiffness (K) here refers to the resistance of a
member towards deformation caused by bending. K is a function of
the elastic modulus E, the area moment of inertia I of the
respective beam cross-section about the axis of interest, beam
boundary condition and also the length of the beam.
P in the above equation refers to the applied force whereas w
refers to the deflection of beam. When we take a look at the
elementary beam theory, we find that the relationship between the
applied bending moment M, and the resulting curvature K of the beam
is:
W here refers to the deflection of the beam whereas x refers to
the distance along the beam of interest. Integrating the above
equation twice yields the computation for the deflection of the
beam. Generally, bending stiffness in beams is also known as
flexural rigidity.In this experiment, we consider the case to be
simple beam bending. The conditions and assumptions for using
simple bending theory are as follows: The beam is subject to pure
bending. This means that the shear force is zero, and that no
torsional or axial loads are present. The material is isotropic and
homogeneous. The material obeys Hooke's law (it is linearly elastic
and will not deform plastically). The beam is initially straight
with a cross section that is constant throughout the beam
length.
The beam has an axis of symmetry in the plane of bending. The
proportions of the beam are such that it would fail by bending
rather than by crushing, wrinkling or sideways buckling.
Cross-sections of the beam remain plane during bending. Deflection
of a beam deflected symmetrically and principle of
superposition
Based on Mott (2004), a beam is a member that carries loads
transverse to its axis. Such loads produce bending moments in the
beam, which result in the development of bending stresses. Bending
stresses are normal stresses, that is, either tensile or
compressive. The maximum bending stress in a beam cross section
will occur in the part farthest from the neutral axis of the
section. Compressive and tensile forces develop in the direction of
the beam axis under bending loads. These forces induce stresses on
the beam. The maximum compressive stress is found at the uppermost
edge of the beam while the maximum tensile stress is located at the
lower edge of the beam. Since the stresses between these two
opposing maxima vary linearly, there therefore exists a point on
the linear path between them where there is no bending stress. The
locus of these points is the neutral axis. Because of this area
with no stress and the adjacent areas with low stress, using
uniform cross section beams in bending is not a particularly
efficient means of supporting a load as it does not use the full
capacity of the beam until it is on the brink of collapse. The
formula we used for determining the bending stress in a beam under
simple bending is as follows:
Where, The bending stressM - The moment about the neutral axisy
- The perpendicular distance to the neutral axis- The second moment
of area about the neutral axis x
Positive bending occurs when the deflected shape of the beam is
concave upward, resulting in compression on the upper part of the
cross section and tension on the lower part. Conversely, negative
bending causes the beam to be concave downward. When the dimension
is already fixed, the yield strength of the material can be change
to make sure the design will not failed due to bending at specify
force. So, by using the dimension, calculate the moment of the
beam. Then calculate the stress due to the bending and compare it
with yield strength of the material. If the stress due to bending
is smaller than yield strength of material, thus it mean that the
beam dimension with the material used will not failed if the
specify force is applied.
7. PROCEDURE1) The aim of this experiment is to determine the
bending moment experienced by one vehicle (car structure).
Therefore, the parameters involved are the deflections (in mm)
occurring at a chosen section of the car structure.2) The total
length (in mm) of the chosen section of the car structure is
measured using a measuring tape and three points were appointed
along that section. Figure 7.1 below show the apparatuses set up
for the experiment.
Figure 7.1
3) In order to conduct this experiment, three dial gauges are
used which are accurate to within 1 mm. One dial gauge is placed
approximately under the each of the three points. Figure 7.2 below
demonstrates how the apparatuses are prepared and set up for the
experiment.
4) The three dial gauges are adjusted manually to show zero
value before the loads are applied onto the vehicle as shown in
Figure 7.3 below.
Figure 7.25) A sample load 50kg (human weight converted to force
in Newton) of 490.50 N is applied as a pointed load and the
deflection experienced is monitored and recorded.
Figure 7.36) Step 4 and 5 are repeated but by replacing the
applied sample load with a heavier load.7) The experiment is
stopped after the fifth load is applied.8) From the data collected,
we are able to determine the moments and stresses by calculation.9)
Every data collected are tabulated.
8.0 EXPERIMENTAL DATAForce(N)Deflection (mm)Maximum Deflection
(mm)Distance, x (mm)Moment, M (Nm)Stress (kPa)Maximum Stress
(kPa)
490.50(50 kg)
1520396194.24189.90570.67
17793388.97380.29
201190583.70570.67
17793388.97380.29
15396194.24189.90
686.70(70 kg)2229396271.93265.86798.93
24793544.55532.39
291190817.17798.93
24793544.55532.39
22396271.93265.86
1177.2(120 kg)3240396466.17455.761369.60
36793933.52912.68
4011901400.871369.60
36793933.52912.68
40396466.17455.76
1667.7(170 kg)4059396660.41645.671940.26
477931322.491292.97
5911901984.561940.26
477931322.491292.97
40396660.41645.67
2158.2(220 kg)5874396854.65835.572510.93
607931711.451673.24
7411902568.262510.93
607931711.451673.24
58396854.65835.57
9.0 SAMPLE OF CALCULATION9.1 Free body diagram (using MDSolids
software)
Figure 9.1: Load Diagram
9.2 Shear diagram (using MDSolids software)
Figure 9.2: Shear Diagram
9.3 Moment diagram (using MDSolids software)
Figure 9.3: Moment Diagram
The calculation of maximum bending moment:LOAD = 490.50 N AT
POINT 3 m
10.0 GRAPH The graph between Deflection versus Load Applied
The graph between Maximum Deflection versus Force Applied
The graph between Maximum Stress versus Load Applied
The graph between Maximum Stress versus Maximum Deflection
11.0 DISCUSSIONThe first graph of deflection versus applied load
is displaying the values of deflection (in mm) on the car structure
against the load applied (N). Based the graph plotted, we have
observed how the three points react to the load applied which
deflection of point 1 and 5,and deflection of point 2 and 4 are
same value and distance. The experiment show that every deflection
of point 3 at every load be applied showed the highest deflection.
It means the critical point located at point 3 that distance from
the datum is 1190 mm. In addition, this may due to the fact that it
is located in the middle of the structure and also where the load
is applied directly. The second slope represents points 2 and 4
where a lower value of deflection compare to deflection point of 3
occurs. These points are subjected to the same load but they are
located an equal distance away on either side of point 3, therefore
the deflection on point 2 and 4 are less than point 3 which the
distance is 793 mm from datum. The last slope represents point 1
and 5 and they experience the lowest value of deflection because
they are located on the ends of either side of the structure. It
show that the deflection at this point does not critical which the
distance is 396 mm from datum. All three deflection point prove
that when the deflection increases, the load applied is increased
also. Show that the graph is directly proportional.From the second
graph of the values of maximum deflection (m) plotted against the
applied load (N). From the experiment, we have observed that point
3 which is located in the middle of the structure has the highest
length of deflection which is 1190 mm. Hence, we can conclude that
the maximum deflection at point 3 that located at the middle
structure of car. As we can seen from the plotted graph, the
maximum deflection occurring increases greatly and steadily as the
load applied is added. Thus, when the increase of the load applied,
the increase of the maximum deflection (m). We can assume that, the
graph maximum deflection is directly proportional to applied
load.The third graph involves the maximum stress (kPa) versus the
load applied (N). Before that, we can figure out that the maximum
stress should at critical point. In this case, the critical point
occurs at point 3. It because, when the deflection is increase, the
maximum stress also increase. As we have stated, the maximum
deflection occurs at point 3 (middle point) and thus, the maximum
stress will also occur at this point which the highest reading is
2510.93 kPa. By the looks of the values plotted, the maximum stress
of this structure rises steadily as the load applied is
continuously increased five times. It show the graph maximum stress
is directly proportional to load applied.The fourth graph is
maximum stress (kPa) plotted against maximum deflection (mm). Based
on the graph, the maximum stresses occurring are directly
proportional to the maximum deflection. It show that when we
increase the deflection at critical point, it will make the stress
be applied toward the point is increase. Therefore, on this
critical part, the manufacture should use the suitable material for
safety factor of the car. From our observation, this is due to the
fact that the applied load was applied throughout the experiment at
correct position of the car.
12.0 CONCLUSIONAs conclusion, this experiment is to analyse and
determine the bending stiffness experienced by a car structure as
well as discovering the critical point on the structure which the
objective of this experiment that must be achieved it. Based on the
experiment we have conducted, we have observed how the structure
has reacted towards various applied pointed loads. Otherwise, the
loads have caused bending moment and a measurable deflection.
Therefore we were able to achieve the first objective. In other
hand, we had achieved the second objective to determine the
critical point due to bending effect. From the data and graph be
plotted, we can figure it the critical point at deflection of point
3 (middle structure of car) which the distance is 1190 mm from
datum.
13.0 REFERENCES Donald E. Malen, (2012), Fundamentals of
Automobile Body Structure Design, SAE International. Kaukert
Boonchukosol, (2017), Vehicle Structure Analysis. Bending and
Torsion Presentation. R.C.Hibbeler, (2013), Flexural rigidity and
curve deflection theory, Mechanics of Materials, Ninth Edition.
http://www.comsol/blogs/computing-stiffness-linear-elastic-structures-part-1/
http://www.doitpoms.ac.uk/tlplib/thermal-expansion/printall.php
http://www.hindawi.com/journals/tswj/2014/190214/