Untitled e ISSN 2582 5208 International Research Journal of Modernization in Engineering Technology and Science Volume 03/Issue 05/May 2021 Impact Factor 5 354 www irjmets com www irjmets com @Interna[.]
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OPTIMIZED RESEARCH ON THE DESIGN OF PARTS TO IMPROVE THE
SAFETY OF 2-FLOOR PASSENGER CARS
Huy - Nguyen Huu*1, Thanh – Pham Van*2, Khai – Chu Thanh*3,
Song – Ngo Duy*4, Nam – Tran Duy*5
*1,2,3,4,5Dong Nai Technology University, Dong Nai, Vietnam
ABSTRACT
Flatbed passenger car is a new trend in passenger transport today because of the convenience and comfort it brings when transporting long-distance passengers However, there have been tragic accidents of passenger buses in recent times, especially in complicated traffic conditions, partly because there are no specific standards and regulations for passenger buses that are still in use Use standard passenger car seats for car beds In this paper, the suspended part design (the position of the passenger bed) will be optimized to match the passenger car seat standards Considering the durability and stability of the car after changing the design Modeling and centering of cars with Inventor & Lapview simulation software
I INTRODUCTION
Changing the structure of the vehicle body will directly affect the working conditions as well as the controls, [1-4] many different influencing factors and depending on the different working conditions of the vehicle Therefore, the thesis does not re-study the suspension, but uses those results to calculate [5-7]
The focus will be on design analysis and redeployment of the suspended mass to lower the center of gravity of the vehicle compared to the present, while still ensuring motion safety and comfort for passengers[7-10]
II THE PART IS SUSPENDED AFTER A DESIGN CHANGE
1 Determine the mass of the car itself after a design change
Figure 1 The layout of the upper bunk bed before changed
Figure 2 Layout of upper bunk bed after changing
Trang 2Figure 3 The layout of the lower bunk bed before changed
Figure 4 Layout of a lower bunk bed after changing
Figure 5 Cross section A-A before change, B-B after change
Figure 6 Mass distribution of vehicle clusters
Write the equation for the balance of moment at the front center of the sphere, we have:
Z 02 *6150=(G DC *8847+G TS *6150+G K *4005+G KX *3691+G GN *3495+G KV *3295+
G BX *3232+G ML *1335+G NT *725+G TT *0+G TNL *(-1215)).g
6150
CẦ U TRƯỚ C
G NT
G ML
1335
1215
G DC
8847
3295
725
3232
3495
4005
3691
Z01
G BX
Z02
CẦ U SAU
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Solving the equation we get:
- The self-mass jet acts on the rear axle: Z02 = 81430 (N)
- Self-mass counterforce acts on the front axle: Z01 = G0.g - Z02 = 46470 (N)
2 Determine the total volume of the car
Assume that the mass components are distributed symmetrically across the car's longitudinal axis of symmetry [9-1]
Draw a diagram of calculation of the distribution of the volume of passengers and luggage:
Figure 7 Diagram of calculation of distribution of passenger and baggage volumes
Writing the equilibrium moment at the front center, we have:
Zt2*6150 = (GG8*8300+GG14*6970+GG7*6900+GG13*5570+GG6*5500+GG12*4170+GG5*4100
+GHL*2970+GG11*2770+GG4*2700+GG10*1370+GG3*1300+GG9*(-30)+GG2*(-100)+G G1 *(-1640)).g
Solving the above equation we get:
- Jet due to the amount of passengers and luggage distributed on the rear axle: Zt2 = 18100 (N)
- Doing the same for the front axle, we calculate the jet due to the amount of passengers and luggage distributed
on the front wheels: Zt1 = 12000 (N)
- So, the total jet due to the passenger and baggage weight is allowed to be distributed over 2 bridges:
Zt = Zt1+Zt2 = 30100 (N)
- Weight of car itself: G0 = 12790 (kg)
Total weight:
- Total jet due to the mass distributed to the front axle: Z1 = Z01 + Zt1 = 44670 + 12000 = 58470(N)
- Total jet due to the mass distributed to the following bridge: Z2 = Z02 + Zt2 = 81430 + 18100 = 99530(N)
- Total total mass jet of cars:
Z = Z1 + Z2 = G0.g + Zt = 158000 (N)
3 Recalculate the focus after a design change
HEIGHT CALCULATION MEASUREMENT TABLE
Volume of engine-gearbox (clutch, water tank,
G G9
30
G G10
1370
G G11
2770
G G6
5500
G G13
5570
G G14
6970
Zt2
CẦ U TRƯỚ C CẦ U SAU
1300
1640
G G1
G G3
G G4
8300
Zt1
G G2
100
4170
2700
G G5
4100
G G12
6150
G G7
6900
2970
Trang 4Frame weight GTH 1402 5540
Center coordinates by height:
Based on the weight of the components and the height of the center of gravity, we can determine the height of the center of gravity of the car as follows:
hg = ( Gi * hgi) / G
Inside
h g - Car center height;
G i - Volume of components (chassis, luggage, );
h gi - Center height of mass components;
G - Whole car volume
From there we can calculate:
The height of the center of the car frame: hCH = 0,790 (m)
The height of the center of gravity of the car when the car is not loaded: hg0 = 1,079 (m)
The height of the center of gravity of the car when the car is full load: hg = 1,115 (m)
4 Compare the recalculation results of some criteria after changing the design
Actual Vmax velocity according to the drag coefficient of the road surface (km/h) 112,7 No specified
Comment: The above mentioned dynamic parameters all satisfy Vietnamese standards 09:2011/BGTVT
ensuring passenger cars (with bed), after changing the design, can operate well on the road
5 Modeling
When the car moves, the entire skeleton is subjected to loads such as the self-weight of the skeleton passenger weight, baggage, the car's inertia brakes suddenly and the inertia force when the car turns around Consider the bearing case of the following components
Figure 8 3D rendering of the rear chassis structure changed
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Load exerted on the car floor skeleton
Mass of the entire side, roof of passenger car acts on the horizontal beam at the end of the horizontal beams The passenger volume, seats and weight of the horizontal beams are evenly spread across the car floor
Figure 9 Results of simulation of deformation caused by load on the chassis
Largest displacement: xmax = 1,044 (mm), ymax = 0,374 (mm)
Maximum bending stress: max = 41,89 (MPa) < [] = 160 (MPa)
Specifications are consistent with Vietnamese regulations 09:2011/BGTVT of the Ministry of Transport, These parameters allow cars to operate well on Vietnam's roads
Conclude: Almost with the layout of changing the seat position inside the trunk, it almost does not distort or
change the old structure of the car, so there is no need to reinforce the wall frame as well as the ceiling structure
III CONCLUSION
Improved design of SAMCO PRIMAS KFE6 suspension parts (change of structure, layout of the passenger bed) reduces the vehicle's center of gravity while ensuring the quantity and space of individual passengers safe and comfortable space according to Vietnamese and international passenger car standards Based on the theory of automobile structure, and the process of car movement on the road to calculate and simulate the force exerted
on the vehicle's skeleton structure after changing the design with ANSYS tool on the part Inventor soft Comparing the results after optimizing the design has significant improvements over the original design, increasing the static stability coefficient of the passenger car when traveling on the road
IV REFERENCES
[1] Nguyen Van Phung Automotive theory Industrial University of Ho Chi Minh City
[2] Lam Mai Long Textbook of Automotive Motion Mechanics Ho Chi Minh City University of Science and Technology
Year 2003
[3] Nguyen Huu Can - Du Quoc Thinh - Pham Minh Thai - Nguyen Van Tai - Le Thi Vang The theory of automobile
tractor Hanoi Science and Technology Publishing House In 1998
[4] Nguyen Huu Can - Phan Dinh Kien Design and calculation of automobile tractors episode III Hanoi Professional
College and Secondary Publishing In 1985
[5] QCVN9 / 2011- Ministry of Transport's design and improvement of passenger cars
[6] Circular 85/2014 / TT-BGTVT issued by the Ministry of BGTVT on December 31, 2014
[7] Nguyen Van Phung The control and motion trajectory of the car Ho Chi Minh City University of Science and
Technology
[8] BJORN ANDERSSON PATRIC GILLBERG High speed Braking Stability Master’s thesis in Applied Mechanics 2013 [9] VEHICLE DYNAMICS and CONTROL Rajesh Rajamani Mechanical Engineering Series, University of Mechaniacal
Engineering 2012
[10] National transportation research center, Incorporated Univesity Transportation center Vehicle Stablity and
Dinamics Electronic Stability Control Final Report 2011
[11] Determination of Safety Distance by Simulation and Collision Avoidance on a Road’s Danger Zones by Schreiber
Peter, Bartunek Marian and Moravcik Oliver, Slovak University of Technology Bratislava, Trnava SK 917 24, Slovakia