Vehicle Structure Analysis

Asst. Prof. Dr. Kaukeart Boonchukosol

Fundamental Vehicle loads and their estimation

Actual Process
Sample of vehicles

Measuring their use across applicable region

Sampling of the customer load environment on public road.

Update company proving ground road schedule. (accelerated test)

Typical Proving Ground Events

Type of load No. of event repetitions Load amplitude (N)
High (104) Low (103)

Acceptance criteria

Instantaneous overload Fatigue

Low (< 10) High (< 102)

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

Basic Global Load Cases

1. Vertical symmetrical (Bending load case) 2. Vertical asymmetrical (Torsion load case) 3. Fore and aft loads (Braking, Acceleration etc.) 4. Lateral loads (Cornering, nudging kerb) 5. Local load cases (Door slam etc.) 6. Crash load

Vertical Symmetric Load Case

Sources : 1. Weight of the major components 2. Payload 3. Simultaneously bump Dynamic consideration : Commonly Erz used (1957) Dynamic factor Safety factor 3 1.5 2 Pawlowski (1969) 2.5 1.4~1.6 (away from stres concentration) 1.5~2.0 (engine and suspension mounting)

Consider the vehicle shown below, in which most of significant forces on the vehicle are shown.

DA ha Rxf Fxf RF (W/g) ax Wcos a W Wsin h b L Rxr Fxr RR W DA RF , RR

is the weight of the vehicle is the aerodynamic force is the wheel reaction (dynamic weight)

RhZ dh Rhx

hh

Rhx , Rhz is the towing force Rxf , Rxr Fxf , Fxr

is the rolling resistance force is the tractive force

Equilibrium equations

[M A = 0]

RF L + DA ha +

W a x h + Rhx hh + Rhz d h + (W sin )h (W cos )b = 0 g

RF =

1 (W cos )b Rhx hh Rhz d h W ax h DAha (W sin )h L g

[M B = 0]

RR L + DA ha +

W a x h + Rhx hh + Rhz (d h + L ) + (W sin )h + (W cos )a = 0 g

RR =

1 (W cos )a + Rhx hh + Rhz (d h + L ) + W ax h + DAha + (W sin )h L g

Vertical Asymmetric Load Case

Asymmetric loading is specified by the maximum height H of a bump upon which one wheel of one axle rests, with all other wheels on level ground.

T = KT
and

1 1 1 1 = + + KT KF KB KR

Rear axle

where

H B

Front axle Body

KF, KR are roll stiffnesses of the front and rear suspensions KB

are torsional stiffnesses of the body (much higher than KF, KR)

T B

Paxle

T
PL

Assume this axle is the light axle.

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.

Longitudinal Load Case

1. Snap-clutch loads 2. Accelerating/Braking 3. Striking a bump

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

2) Rear wheel drive CG

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

Axle shaft & wheels

N t , N f Gear ratio of the transmission and final drive

I w , w

t , f Power transmission efficiency of the transmission and final drive

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

Steady-state tractive force available at the ground

Loss of tractive force due to inertia of the system.

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

Dynamic load factor = 4.5

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

K is dynamic safety factor.

Garrett suggested K = 1.75 Others suggested K = 1.4 Lateral force at Front wheel P = MgBK L2 F 2h L1 + L2 Rear wheel

R inside

B 0 R outside Mg

PF

L1 L2

CG

Flat

MgBK L1 PR = L +L 2h 1 2

PR

Tire Performance Curve

input output

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 Vertical load

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 . =

3400 = 1.13 g 3000

Example 2

750-500 = 250 450 750-500 = 250

750+500 = 1250 1130 750+500 = 1250

450

1130

Cornering eff . =
Car weight 3000 lbs. Front end weight 50 % Left side weight bias 0 lbs Load transfer from cornering 1000 lbs

3160 = 1.05 g 3000

Cornering power decrease due to the lateral weight transfer.

Example 3 : Front-heavy car

900-600 = 350 500 600-400 = 200 380

900+600 = 1500 1250 600+400 = 1000 1000

Front Cornering eff . =

Car weight 3000 lbs. Front end weight 60 % Left side weight bias 0 lbs Load transfer from cornering 1,000 lbs

1850 = 1.03g 1800 1520 Rear Cornering eff . = = 1.27 g 1200

The car will tend to understeer while cornering.

Terminology and Overview of Vehicle Structure Types

Basic Requirements
Purpose of structure
1. To maintain the shape of the vehicle 2. To support the various loads applied to vehicle.

Design criteria (aim)

1. To achieve sufficient levels of strength and stiffness with a minimum mass. 2. To achieve acceptable crash performance.

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

Most appropriate structural type for intended application.

Correct layout of structural elements.

Appropriate sizing of panels and section

Good design of joint

Structure has sufficient stiffness

Correctly select failure mode

Correctly analyze component loads

Satisfactory load paths.

Modern structure types

Torsional constant, J
For thin wall closed section

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.

1. Backbone structure Lotus

Alpine Renault A310

Backbone chassis Made of triangulated tubes

2. Triangulated tube structure

- 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

5. Perimeter space frame

- 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.

Introduction to Simple Structural Surfaces (SSS) Method

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

5. Pin jointed framework 6. Sideframe

Q2

2. Swaged panel
Q1

Q2

3. Panel with reinforced hole

Q1

Q2
Corner gussets

4. Windscreen frame

Q2

Examples of non-SSS

Panel-Boom
Stiffener

(Stiffened shear web)

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.

Boom (flange) Pin joint

- 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

Shear force on the edge

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

Shear force diagram

Fz
Bending moment

Fz

Bending moment diagram

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

Auxiliary beam Shear force diagram

Shear force

Simply support end

Bending moment a a

K3
0

K4

Fz a

Floor Panel : Edge Load

K1 A K2 w D C K1 B a B b A

Fz

K3 E
Cross beam Longitudinal beam

K1

FzC

+
K1 K2 D

FzL
E

K3

FzC w 3 Deflection at loading point C = 48 EI C Equilibrium & Compatibility equations

L =

FzLab L2 b 2 a 2 6EI L (a + b )

C = L
2K 1 + K 2 + K 3 = FzL
Solve

8a 2 b 2 I C FzL K1 = I l (a + b ) 3 + 16 a 2 b 2 I C w FzLw 3 I l b K2 = I l (a + b ) 3 + 16 a 2 b 2 I C w FzLw 3 I l a K2 = I l (a + b ) 3 + 16 a 2 b 2 I C w

K 2a = K 3 b

Simple Box Structure

Bending Load Case

3 K1 K2 K2 5 K2 h w Fz Rf R f K1 1 K1 K2 a b l 2 4 K3 K3 6 r Rr R r K1 K3 K3

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

Pure Torsion Load Case

Q6 Q5 Q6 Q4 Q5 Q4 w a Q6 Q4 Q4 1 Q6 b l Q5 Q6 Q6 4 Q5 h Q4 3 Q6 Q4 Q5 6 Q4 r Q5 Q4

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

Missing Roof Panel :

Q6 Q5 Q6 Q4 Q5 Q4 Q6 Q4 Q4 1 Q6 Q5 Q6 Q6 4 Q5 Q4 3 Q6 Q4 Q5 6

Torsion Load Case

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

Cannot carry a torsion load

Represent Vehicle Structures by SSS

(Pawlowski 1964)

Typical Car Body with SSS Idealization

Saloon Car
Windscreen

13

14

15 frame

Backlight

16

12
Cowl

10 Rear quarter panel

Side panel

11

9 4 Rear seat cross beam 5

Luggage compartment floor

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

Introduction to Vehicle Structure Preliminary Design

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.

Example : Application at starting point

Requirement : Two different size vehicles with the same platform. Initial decision 1. Make a floor panel wider and longer. 2. Sill cross-section is the same for both sizes. 3. Motor compartment side panel structure is the same for both sizes. 4. Width of upper and lower front cross member is different. Possible solution 1. The frame member sections must be designed so that the stiffness of the larger vehicle is not compromised. But, the smaller vehicle is allowed to be overdesigned. 2. The frame members are designed based on the smaller vehicle. Any differences in the larger vehicle are to be solved by additional reinforcements which must be compatible with the manufacturing process.

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.

Suspension reacting support

Rear compartment panel

Rear longitudinal rail Suspension load

Alternative design

Use bulkhead

Move load application

Transfer rail load to an SSS in-plane

Steering column support

Dash panel

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.

WA 2 (L + A ) Vertical deflection at the wheel is Y = 3EI

Y W FU FL L A

Reduce W, A, L+A Increase EI

Force analysis
FBD : Steering column
Y W FU FL L A

FU =

W (L + A ) L WA FL = L

FBD : Support bracket

Fx Fd Fx Fd FL B H FU

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

Front body hinge pillar Need locally reinforcement

Transverse beam