The dimensioning of vehicle  body structures for  service  fatigue  life  is  a  highly  complicated 
task  in  its every  stage.  Namely  the  appropriate structural  modelling  for  dynamic  analysis 
and  the elaboration  of realistic  loading and  design  conditions  (loading and design  spectra) 
for the  total  duration  of their  life.  In  this  paper the  dynamic  analysis  of a  bus is  presented 
as  a  feasibility  study  using  finite  element  model  of large  number  of degrees  of freedom

Kuti, István

English

Periodica Polytechnica (Budapest University of Technology and Economics)

PERIODIC\ POLYTECH-,ICA SER. TRA-'SP. P;G. FOL. 23. -'0. 1-2. PP. 115-122 (1995) RESPONSE SPECTRUM ANALYSIS OF LARGE VEHICLE SYSTEMS Istvan KliTI Depanment of :Vlechanics F~culty of Transportation Engineering Technical L'niversitv of Budapest H-l.521 B\ldape~t. Hungary Received: \ovember 30. 199,j Abstract The dimensioning of vehicle hody structures for service fatif!;ue life is a highly complicated task in its every stage. :\amely the appropriate structural modelling for dynamic analysis and I he elaboration of realistic loading and design conditions (loading and design spectra) fo~ the total duration of their life. In this paper the dynamic analysis of a bus is presented as a feasibility study using finite element model of large number of degrees of freedom. KeywoTC!s: large \'ehicle models. modelling by finite elements. dynamic analysis, simulation of road profiles. evaluation of response spectra. 1. Introduction The failure of mechanic ... ! structures due to material fatigue is usually ong-inated from local yields (dislocations) in the material. Prediction of fa-tigue life of one or more elements of a large mechanical system necessitates the precise knowledge of the position and process (in time) of local stress concentrations producing errors or deterioration of it. This fact demands the application of well-detailed structural. usually finite element models of large number of degrees of freedom. A number of Hungarian researchers have successfully studied the theoret ical. compu ta t ional and measuring as-pects of this problem ([1], [2], [3]). etc.). Howe\·er. the actual calculations have been carried out on smaller mechanical models since earlier there were no satisfactory computational possibilities. :\'owadays some developments can be observed in this area namely some of the professional finite element programs are currently (}\"ailablc (:\,ASTRA:\,. COS\10S;:\1. A:\,SYS, etc.). \I;hen the number of degrees of freeciom of a finite element model is about some thousands the most useful "'ay is the application one of these finite element programs. Each phase of strength calculation of \'ehicle body structures for sen"ice fatigue life is a \"ery complex and complicated task. First phase is the determination of representative sets of loaclE that are valid for the total duration of life of \·ehicles. These loads. for example. originate from the 116 I. [{UTI roughness of different kinds of roads. manoeuvres like steering. acceleration or braking and from the excitation of the engine and pmver transmission. Moreover the payload is usually changed during the sen'ice life of a vehicle. Second phase is the elaboration of an appropriate vehicle structural model. Actually a vehicle body can be described as damped linear elastic system while the behaviour of suspensions and tyres are non-linear (clamping and stiffness characteristics). Having determined the required vehicle rpsponses the last phase is the fatigue life calculation itself. For the reliable strength calculation for sen'ice fatigue life of vehi-cles experimental cia ta are indispensable. Coclsidering thp input loads it is necessary to kno'" the (measured) exci t a tions of differem roads and their expected rate of occurrence during the vehicle life of duration. Besides the road roughness measurements there are publications in the modelling of road profiles and surfaces [5]) since it is not ';0 easy to measure parallel tracks below left and right wheels simultaneously. \Ioreover the designers are much more intere5ted in the expected behaviour of "ehides over a large number of roads of the same class than in "heir detailed behaviour on a pClrticular road. In the second phase especially the determination of the stiffness and damping characteristics of tyres as well as the damping of vehicle bodies re-quires measured data. At last. in the third plu1se. the ela bora tion of design fatigue curves requires experiments [6]. In this paper dynamic analysis of a hus strucrure is carried out by finite element method using the COS:\10S/:\1 finite element program. The number of degrees of freedom of the applied finite element model is 1852. Excitations are derived from two-dimensional power spectral density function which des cri bes the r01lghness of roa cl surface in vert ical direction. 2. Simulation of Road Excitations :"'leasuring parallel road profiles simultaneously is always a very complicated and difficult operation. Final (road profile) data from measurements are usually carried out indirectly after filtering, signal analysis and unayoida hie data transformations. Therefore there are numbers of attempts for the spec-tral representation of road surfaces ([4]. [5]). In the road surface simulation we follow the method contained by paper [5] in which it is proved that from O.5Go (1 ) the two dimensional power spectral density (pscl.) function,. the next one dimensional psd. function can be derived for random description of road profiles Go -;;2' (2) RESPOSSE SPECTRU.\[ ANALYSIS 117 In the previous equations Go is constant moreover 11X' 11y and n are spatial \yave numbers. In paper [4] for the random representation of road profiles the relation-ship (3 ) is suggested where 0.01 ::; 11 ::; 10 cyeles / m and values for Go are as follows. motor way Go = 3 + 50 x 10-8 . major road Go = 3 + 800 x 10-8 , minor road Go = .50 + 3000 x 10-8 . where Gdn) is the spectral density of road roughness in m 3 /cyele and the 11 the unit of n is cyelp/m. The unit of Go is compatible with other quantities in Eg. (3). It can be proved by direct calculation that the results in paper [5] are applicable for the Eg. (3). Ha\'ing applied it we get the tWO dimensional psd. function I.) .) 3 .. 5 1.,48\/n;: + 77 y G(n~ .. ny) Go (4) tha t will be used for the isotropic description of road surface roughness. \\'hen a professional finite element program is applied the user is con-strained by its possibilities. In case of the most finite element programs sim-ilarly to COS\IOS/\I the response spectrum analysis can only be performed for diagonal input sppctrum matrix that is the cross spectra are assumed to be zero. Therefore it may not be applied directly for road surface excita-tions since cross spectra among left and right wheels are not negligible. This difficulty is O\'ercome when the psd. functions of tracks below the wheels are represented by their realizations along the road in the funcrion of driving distance. rsing SHI:\OZU"':A's method [I] the wad profile realizations can be simulated from the psd. function given by Eg. (4} besides the value of Go 50 x 10-8 which corresponds to major roads of better quality (Fig, 1). 3. Model Elaboration The discussed finite element model shu\\'l1 in Fig. 2 is elabora.ted on the basis of an actual bus. Fi-ame structures of bus bodies usually have linear elastic properties. however. the behaviour of suspension systems and tyres is non-linear. In some casps these nonlinearities may not be neglected. for example in the case of stability problems or studying the effect of extreme road irregularities. ete. In other cases the characteristics of suspensions and tyres can be approximated by linear ones with acceptable errors when road vehicles travel on country roads of good or average quality with con-stant speed. Linearization of these characteristics is based on their nominal operating data released by manufacturers. ll8 1. Kt'TI Road profiles E 0.06 r----Le-j-t -tr-a-c-k -----.:----------, ~ Right track 1! 0.04 ~ is et 0.02 o : ::: t'-___ -':I-:-__ --:-~I -::-__ -:-:'1:-::-___ -:-:'1 - 0060 100 200 300 400 Driving distance I m Fig. 1. Simulated road realizations below left and right wheels The continuously distributed mass of the studied bus is divided into nodes in a manner that its mass matrix is a lumped one. As it was mentioned above the stiffness and damping of suspensions and tyres is approximated by linear characteristics while structural damping of bus body as Raleigh's damping is taken into consideration assumed to be proportional to the stiff-ness matrix. Kinematic excitations of road roughness in the function of time are derived from the simulated roacl profile realizations assuming constant travelling speed of 20 m/so Time delay between front and rear "'heels IS considered. Number of ciegrees of freedom of the studied finite Plemt'Ilt model 15 1852 and the number of nodes and mass points is 325 and 207. respectively. The number of beam elements is 533 and 128 shell elemenrs are builr in the body of the bus model. 4. Dynamic Analysis and Results In service. bus bodies among others are subjected to the vertical excitation of road surface roughness describing as a stationary random process. Actu-ally the applied time history functions for excitations are derived from the road profile realisations of this random process. In compliance with it the response stress-time history functions can also be considered ·as realisa tions of a stationary random process. Being in the possession of fatigue design curves these stress time history functions can be used for the estimation of the average fatigue life [8]. Calculaeion, of ,"," ein" hi,WY function, a>< ""i,d oue by tbe n,odal tiwe hi,tOCY aualy,i' module of COS'dOS/M in t'XO pba"" In the n"t ph'" th' lowd " uudaUW,,1 nato'al fCNUend" and mod' ,bap" ",e caleulated up to 20 1". Thi' uppe; limit of natutal f"quen,i" i, enough to a co"ed d,nau;i' ,tee" analy,i'. Then. iu the ,"coud pha'" u,ing th"e nat· ntal feequend" and nwcle ,bap" the ",e,,·tiene funotion, ace oalculated in the ee,uiced ,quidi",nt tinte point> The effect of the ,oncen"ated vi,cou, danW"" built in tbe finite deenent ruo del , i, calculaled in eaCh tiene ,tep hy an it"ati" p,oce'" Si,nilady the enatecial dau;ping of the bn' ,teu"ute i, taken inlo ,on,iodation duciug tbe ",and pba,e of tbe dynawic analy· ,i" 1n Fig', 3 and 4 ehe ,<,uhanl of ""ial ,t",," (fcoen bending eno",eu" and "ia 1 foc,,') au d I h e ,beac ,tee" (fcom to"i on) can be "en ee'P actively, aci,iUO at one end of a bean' dement located in tbe \eft ,ide longitudinal ",eb of tbe eh",i, of tbe bu,. Tbe," ,tee,,·tiuve bi,WY function' ace made ouly foe mu,,,ation,. 1n ca" of actual calculation' the lengtb, of the con,ideced time intetvah can be inecea"d to the "quiced length,. If "ati,'i"l natuce of c"pon" ,tte" c"ocd, i, nete""'y tbece i, po"i' bih'y to geneeate tbeic po'''c ,petteal den'''' function' u,ing Foueiet tean'· fonuaeion,. Foc exaenple in Fig. 5 the powe< ,peeteal den'''' function of tbe axial ,tce" cetocd i, detuon,t,ated "bieh i, ,bown in Fig. 3. On tbe ba'i' of powet ,pecteal den,itY function' the ",ndacd daYiatiO", of ,<,pan" ,tc"'" can aho be cakulated. 1n ca>' of ehe pee"nted aXial ,tce" tbe magnitude of h' ,tanda<d deViation i, 8.227 x 10' \N / en '21· 120 I. Kt:TI Sign: SIGI 465(stress) 3~------------~--------------------~ 2 A-V, 2.0 QJ ~ 1.8 u --N 1.6 v o 0.. 1.4 ~ x 1.2' tJ1 5( 1.0 tJ1 ~ U1 0.8 o 0.6 tfl 0.. 0.4 0.2 RESPONSE SPECTRV~r ANALYSIS Sign: SIGI 465 (stress) O~------~~~~~~~~~-~ 10-1 10 Frequencies, cycle. 5-1 Fig. 5. 5. Conclusions and Future Tasks 121 The analysis presented in this paper has shown the potential applicability of one of the professional finite element programs for the calculation of fatigue life of large vehicle structures considering vertical excitations of road surface roughness. In future rhere are a lot of problems to solve, for example: 1& Determina rion of representative sets of roads that characterize the realistic road excitations for the total duration of life of vehicles. (By measurements and on the basis of literature data.) oj) Determination by measurements of material damping in bus body structures. 1!} Theoretical and numerical study of the accuracy of linear approxima-tion of the non-linear suspension and tyre characteristics. etc. ill Detailed modelling of the reaction of the passengers. ete. 122 I. KUTI References [1] M!CHELBERGER, P. KERESZTES. A. HORV..\TH, S. (1984): Modelling Problems in the Dynamic Design of Autobuses, Proc. of Int. Conf. on Vehicle Structures. 1. Mech. E. Conf., pp. 19.5-200. [2] ?vt"'ToLCSY, M. (1978): The Service Strength and Life of Bus Frame Structures. Proc. of XVII Fisita Congress, Budapest, Vo1. 11.. pp. 1081-1114. [3] FARKAS, M. FRlTZ,.J. - .V1ICHELBERGER, P. (1981): On the Effect of Stochastic Road Profiles on Vehicles Travelling with Varying Speed, Acta Techn. Hung. Vol. 91, No. 3-4. [4] KA!\1ASH. K. V!. A. ROBso:-,;, J. D. (1978): The Application of Isotropy in Road Surface Modelling, Journal of Sound and Vibmi-ion, Vol. .57, No. 1, pp. 89-100. [.5] PELLEGRINO. E. TOR?'iAR, L (1987): A ).cfathematical ).!odel of Road Excitation, Proc. of the Second Workshop on Road Vehicle Systems and Related Mathematics. [Cl Torino. pp. 7-26. [6] GRl'BISIC. V. (1994): Determination of Load for Design and Testing. Int. J. of Vehicle De8ign, Vo!. 1.5, No. 1/2. pp. 8-26. [7] SHI?'iOZUKA, ),1. (1972): Digital Simulation of Random Processes and its Applications. JotLmal of Sound and Vibmt·ion, Vo!. 2.5. No. 1. pp. 111-128. [8] KACENA, vV. J. - JONES, P. J. (1976): Fatigue Prediction of Structures Subjected to Random Vibration. Shock and Vibmtion Bulletin, No. 46, pp. 87-96. 

RESPONSE SPECTRUM ANALYSIS OF LARGE VEHICLE SYSTEMS

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RESPONSE SPECTRUM ANALYSIS OF LARGE VEHICLE SYSTEMS

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