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Khairul Jauhari
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ABSTRACT
Monocoque body structure is widely used as the vehicle frame structure of a large passenger car
such as city bus. This structure distribute the load through overall of body structure of the vehicle,
so that thickness of the material can be reduced, consequently the total weight of the vehicle is
reduced and it will save fuel consumption. In addition, since the impact forces in the collusion are
also distribute through overall of body frame, this structure is also more safety for the passenger. In
this paper, the strength of the monocoque body structure in medium size bus is analyzed due to
various loading conditions. The finite element method and experiment result approach are used to
calculate the stress – strain through the structure. As a result, the combination of both techniques is
proposed to the maximum stress and deflection that occurs on the monocoque frame due to
symmetrical and asymmetrical static load below allowable values.
Keywords: Bus, Experiment result, Finite element modeling, Monocoque, Static load
1. INTRODUCTION
Mass transit system is a form of transportation that are prevalent in the area major cities. One kind of
mass transportation systems that are used in urban areas is a bus rapid transport (BRT). Characteristic shape of
the mode of transportation is the bus type has several sizes according to the length dimension ranging from the
size of a medium has a length of 6 meters to 8 meters, while for the large size of its length ranging from 9 meters
to 12 meters. From the observation in several major cities in Indonesia, found that in most of the region using a
medium size buses as a form of mass transportation systems. It is based on the condition of the road is relatively
very crowded and congested. In addition to observations about the size dimensions of observation also made in
the form of a frame structure, frame structure generally still use the chassis and body structure are integrated.
However, the trend of technology for the structural frame of the vehicle when a passenger bus has started many
uses monocoque body structure. The advantages of the monocoque body structure as a whole is able to spread
the influence of the load on the body structure, the total weight of the vehicle to be lighter so they can save fuel,
but it is very possible to make a lower floor, so expect very friendly towards passengers. The purpose of this
paper is to analyze about the level of the power bus monocoque body structure due to the influence of the
medium on the size of the loading condition that can be known reliability.
Studies have been conducted to determine the optimal shape of the skeletal structure models of passenger
cars a lot [1]. Model parameters are determined by the needs of the design specifications, the model is analyzed
using the finite element method and the data is based on test results [2-5]. Simulation analysis is shown in the
form of von misses stress distribution and deformation that are validated by the test result data.
2. METHODOLOGY
Modeling method is used to analyze the strength of the monocoque frame structure bus started with data
on a monocoque structure, medium bus characteristics, determining the location of the position of the center of
gravity or center of gravity (COG), and the load experienced by the bus body structure both position and
magnitude were subsequently analyzed using CAE software (Pro Engineer Wildfire 4) and validated with data
obtained from actual test results.
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Gadjah Mada University (UGM), Yogyakarta, 16-17 October 2012
between the main structure with one another. Third, the nature of the tertiary structure as reinforcement
secondary structure. Monocoque body structure which is used as a model for this analysis has a total weight
(GVW) 6,153 tons as can be seen in Figure 1. The frame structure consists of several types of hollow steel rod
which measures 100 mm x 50 mm and 50 mm x 50 mm which is located on the main structure (primary),
secondary and tertiary. Material model used in the form of structural steel (SS400) with properties of properties
which can be seen in Table 1 as follows:
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Gadjah Mada University (UGM), Yogyakarta, 16-17 October 2012
Wheatstone bridge
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Gadjah Mada University (UGM), Yogyakarta, 16-17 October 2012
Figure 5 below shows the location of the position of the strain gauge simulation results for stress
distribution and shape of the monocoque frame deformation patterns due to the influence of a heavy load
vertical component. The greatest stress distribution simulation results is subject to strain gauge position no. 8 of
19.697 MPa, while for the same position actual stress that occurs at 19.236 MPa in the area to the left of the rear
underframe. Stress characteristic pattern shape between finite element modeling simulation results with the test
results have almost the same shape graph, it is shown in Figure 6 below.
Figure 5. Contours Stress and deformation patterns due to the imposition of weight.
Experimental
Simulation
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Figure 7. Contours stress and deformation patterns due to the imposition of braking.
Experimental
Simulation
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Gadjah Mada University (UGM), Yogyakarta, 16-17 October 2012
Experimental
Simulation
For all three models loading conditions have been described previously, indicated that the monocoque
frame experiencing the greatest stress by FEA simulation and experimental results of actual testing when loading
due to the weight of (19.697 MPa at St. 8) and (28.266 MPa at St. 12), the condition of braking of (24.626 MPa at
St. 7) and (26.796 MPa at St 1) and asymmetric loading condition for (22.057 MPa and 25.074 MPa at St 1).
4. CONCLUSION
In this paper has been carried out starting from modeling to analysis of both static modeling and finite
element simulation of the test results, where the monocoque frame undergone three static loading conditions,
namely the loading due to the weight of components (vertical load), the current state and the imposition of
asymmetric braking when driving due to conditions while turning. The maximum of actual stress occurs at the
area near the rear underframe suspension bracket of 26.796 MPa. This value is acceptable because it is still far
below the allowable stress (183.75 MPa) of the material SS400.
5. REFERENCES
[1] Reimpell, J., Stoll, H., W. Betzler, J., 2001, “The Automotive Chassis, “ Second Edition, Elsevier Science.
[2] Gursel, K., Turgut, G.S., 2010,” Analysis Of The Superstructure Of A Design Bus In Accordance With
Regulation ECE R66,” Journal of Science, GUJS : 71-79.
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[3] Teo Han Fui, Roslan Abd. Rahman, 2007, “Static And Dynamic Sructural Analysis Of 4.5 Ton Truck
Chassis,” Jurnal Mekanikal, No 24: 56-57.
[4] MAN Design Ltd, 2004, “Design Of Commercial Vehicle Chassis And Body Structure”.
[5] Capoco Design Ltd, 2001, “Side Impact Analysis Of A Passenger Bus Using Ansys/LS-Dyna,” Vol.72 : 143-
167.
[6] Asmara Brata, K., 2004, “Perancangan Dan Pengembangan Rangka Bus Pada Chassis Central Truss Frame
Dengan Analisa Beban Puntir Statis Pada Kondisi Jalan Datar,” Tesis Teknik Mesin, UI, Jakarta.
[7] D. Thomas, Gillespie, 1996, “Fundamental Of Vehicle Dynamic,” First Edition, Society Of Automotive
Engineers, Inc., Werrendale PA.
[8] Sutantra, I. Nyoman, Sampurno, Bambang, 2010,” Teknologi Otomotif, “ Edisi Kedua, Guna Widya,
Surabaya.
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