Analysis of Torsion Bar of Light Motor Vehicle Car Using Alternative Material Vikas V.Yalasangi1, Prof

Home , Torsion bar suspension, Unsprung mass

Research Article Volume 6 Issue No. 7 Analysis of Torsion Bar of Light Motor Vehicle Car Using Alternative Material Vikas V.Yalasangi1, Prof. A.M.Naniwadekar2 PG Student1, Associate Professor2 Department of Mechanical Engineering Dr. J. J. Magdum College of Engineering, Jaysingpur, India

Abstract: Now a days, customers are needs comfortable car so that its more concrete given to the suspension system. Mostly torsion bar is made by steel but alternate material is used. We have using alternate material such as epoxy/ e-glass, nylon etc. In this paper we are study or investigation of torsion deflections and energy storage of the composite bar in torsion bar suspension system. In this, a round solid steel bar is machined and wounded with E-Glass/ Epoxy. It is manufactured by filament winding process and also investigate the static and dynamic characteristics of torsion bar used in vehicle suspension system. It also comparing with steel properties and reduce the unsprung weight of torsion.

Keyword: -Torsion Bar, Epoxy/ E-Glass, Resilience

Introduction properties. Alternate material is using such as Epoxy/ E-glass, nylon etc. stress analysis, to outperform those made from Vehicles which use torsion bar suspension set-ups are steel. Its better than steel because most efficient and commonly defense vehicles, off-road and some light vehicles. effectively of material. Its reduce un-sprung weight of the Some of the more notable and widely used vehicles which torsion bar. feature torsion bar suspension systems are the BAE System FV 150 Warrior armored vehicle and FV 430 Bulldog. For Alternative Material success design would consider parameter as 1) A High sprung-to-unsprung-mass-ratio, (2) A Mass-Spring-Damper Torsion bars as automotive suspension spring elements have system between the vehicle body and the been made mostly by E- Glass /Epoxy. Its performance of wheels, and (3) Torsion Bar. springs depended on the strength and stiffness properties but Its attractive because of low weight of fiber reinforced plastics Torsion bar suspension is commonly used on tracked vehicles, and high limit of strains. Now a days various of composite although there are some wheel driven vehicles using this type material is used as various applications in mechanical of suspension. The most requirement of suspension system industry. The composite materials and its properties are more are Low initial cost, Minimum weight, Minimum tyre wear, studied and implement the required material to improve the Minimum deflection consistent with required stability The performance of the torsion bar suspension system. Also suspension works by having one end of the bar fixed in requirement parameters are to be tested and identified position on the vehicle chassis to prevent rotation, whilst the experimentally. other end is connected to a control arm and wheel hub. The control arm is fixed to the chassis using rubber bushings Resilience is the ability of a material to absorb energy when it which allow only vertical movement about the mounting is deformed elastically and release that energy upon points. The torsion bar is connected to the control arm through unloading. The modulus of resilience is defined as the a number of spines which translate the vertical movement of maximum energy that can be absorbed per unit volume the control arm into a rotational or torsional force. without creating a permanent distortion. The specimen is made up of reinforced composite material of steel and E-Glass fiber A torsion bar is a made from a material with a high torsional coated with Epoxy resin, also its wounded by using a filament yield to allow for the high loads which the bar will expe rience. winding technique. The material properties are given below When the load is applied to the bar, rotation along its centre for torsion bar axis will occur, the angle the bar will rotate is governed by the Material Steel E- Glass Epoxy torsional resistance of the material the bar is made from, Young’s modulus (E) 200 80 3.5 commonly known as “effective spring rate”. The effective [ MPa] spring rate is a calculation that is made up of the following Modulus of rigidity (G) 85 30 1.3 parameters; bar length, cross sectional area and material [MPa] Density (ƍ) 7.85 2.58 1.54 [g/cm3] Poissons Ratio 0.3 0.23 0.33

International Journal of Engineering Science and Computing, July 2016 1849 http://ijesc.org/ The study of experimental is prepared according to the k=57KN/m standard test method but standard test method for identifying torsion deflections at room temperature. The machine setup is Sr. No. 1 2 3 4 5 6 7 used to identify the applied torque and angle of twist are Twisting 0 2010 4040 6050 8070 10060 12072 recorded simultaneously when the applied load are shear in moment nature, shear rigidity and yield strength. These properties we [N.m] can determined from the recorded values and this properties Angle of 0 2 4 6 8 10 12 are mostly commonly measurement for torsion bar. deflection

The Modulus of resilience is used to construct through the [°] Resilience 0 35.11 140.4 316. 561.8 877.94 1264.23 torque- twist diagram and also the yield strength and stress - strain is obtained from the torque-twist diagram. In yield [J] 7 06 8 strength is identifying by of setting 2% offset of stress – strain Table No.2:- Experimental results of torsion [composite diagram, the yield strength of the specimen is calculated by material property] area. Twisting moment ranges between 10 to 12 KN.m obtained by a vehicle. Results The data collected from the torsion testing machine was used to calculate the maximum energy and composite material of torsion bar which can be absorbed when the twisting load is released. The table shown are as following Stiffness of steel properties of torsion bar is calculated approximate 50 KN/m and stiffness of composite material properties of torsion bar is calculated approximate 57KN/m from data table. Experimental results and graph are shown in below k=50KN/m Sr. No. 1 2 3 4 5 6 7

Twisting 0 1750 3500 5240 7000 8730 10450 moment [N.m] Angle of 0 2 4 6 8 10 12 deflection [°] Fig.2:- Experimental results of graph of composite torsion Resilience 0 30.4 121. 274. 487. 761. 1096. bar [J] 6 85 16 39 54 62 The following fig.3 shows comparison of twisting moment Table No.1 :- Experimental results of torsion bar [ steel between Conventional steel and Composite material of torsion property] bar

Fig.1:- Experimental results of graph of conventional steel Fig. 3:- Comparison of twisting moment between torsion bar Conventional steel and Composite material of torsion bar

The stiffness of composite torsion bar is approximate value The above fig. indicate that relationship of twisting moment taken 57KN/m. between conventional steel and composite material of the

International Journal of Engineering Science and Computing, July 2016 1850 http://ijesc.org/ torsion bar. In this fig. indicate that the linearly increase up-to [2] P.H. Cronje, P.S. Els - “Improving off-road vehicle yield point or yield stress which is required for how much handling using an active anti-roll bar”. Elsevier Journal of maximum energy can store in torsion bar. This results angle of Terramechanicsvol 47, year (2010), pp 179–189 twist up to 12° and its beyond at some point torsion bar gets failed. [3] VinkoMoilnika, NenadGubeljak, JožefPredan- “ Influence of presetting on fatigue lifetime of torsion bars”. Elsevier The following fig.4 shows that comparison of resilience Procedia Engineering vol 10, year (2011), pp 213–218 between Conventional steel and Composite material of torsion bar [4] Husen J. Nadaf, A. M. Naniwadekar- “ANALYSIS OF ANTI-ROLL BAR OF PASSENGER CAR USING ALTERNATIVE MATERIAL”, Volume No.03, Special Issue No. 02, February 2015 ISSN (online): 2348 – 7550

[5] Gerald R. Kress, Paolo A. Ermanni- “CFRP TORSION BAR: Load Introduction Problem”, 16TH International Conference On Composite Materials.

[6] M. Cerit, E. Nart, K. Genel- ” Investigation into effect of rubber bushing on stress distribution and fatigue behaviour of anti-roll bar”. Elsevier Engineering Failure Analysis vol 17, year (2010), pp 1019–1027

[7] E. Mahdi, A.M.S. Hamouda - “An experimental

investigation into mechanical behaviour of hybrid and non- hybrid composite semi-elliptical springs”. Elsevier Materials and Design vol 52, year (2013), pp 504–513

[8] Kazuhiro Saitou, NaesungLyu, Jungkap Park, Hiroyuki Fig.4:- Comparison of resilience between Conventional steel and Composite material of torsion bar Urabe, Hiroyuki Tokunaga, Proceedings of IMECE (2006).

The above fig. indicate that relationship of resilience between [9]. Zhang Jin-qiu, PengZhi-zhao*, Zhang Lei, Zhang Yu “A conventional steel and composite material of the torsion bar. Review on Energy-Regenerative SuspensionSystems for In this fig. indicate that the composite material of torsion bar Vehicles”Proceedings of the World Congress on Engineering is more energy stored than the conventional steel of torsion 2013 VolIII,July 3 - 5, 2013, London, U.K. bar. The Steel/E-glass composite fiber is maximum energy [10] Mr. BalasahebGadade, Prof. Dr. R.G.Todkar, Mr. storage as well as releasing energy when it is deformed Swapnil S. Kulkarni, “Structural Analysis For Suspension elastically and upon unloading correspondingly. Arm For Identifying Areas Of Improvement Over Design”. E- Conclusion ISSN2249–8974vol 2, (2013), pp 132-133

It is highly stressed parts and made by composite material. In [11] Gerald R. Kress, Paolo A. Ermanni, “Cfrp Torsion Bar: this material structure have maximum energy which gives Load Introduction Problem”. 16th International Conference on increase the lifetime of the torsion bar. It is uses depends upon Composite Materials [10]. Filizcivigin, “Analysis of two dynamic point of view such as riding and handling f the Composite Bars In Torsion”, (2005). vehicle.

In this paper we have study tells that it can be store up maximum energy, which gives maximum angle of twist(θ=12°) at higher efficiency with comparing of conventional steel torsion bar.

References

[1] T. Ram Mohan Rao*, G. VenkataRao, k.SreenivasaRao& A. Purushottam- “Analysis Of Passive And Semi Active Controlled Suspension Systems For Ride Comfort In An Omnibus Passing Over A Speed Bump”. Ijrrasvol5,(2010), pp 7- 17.

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