Mechanics of Materials Chapter 3 Torsion
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Torsion Analysis for Cold-Formed Steel Members Using Flexural Analogies
Proceedings of the Cold-Formed Steel Research Consortium Colloquium 20-22 October 2020 (cfsrc.org) Torsion Analysis for Cold-Formed Steel Members Using Flexural Analogies Robert S. Glauz, P.E.1 Abstract The design of cold-formed steel members must consider the impact of torsional loads due to transverse load eccentricity. Open cross-sections are particularly susceptible to significant twisting and high warping stresses. Design requirements for combined bending and torsion were introduced in the American Iron and Steel Institute Specification in 2007, and more recently in the Australian/New Zealand Standard 4600:2018. These provisions require an understanding of the distribution of internal forces and stresses due to torsional warping, which is not commonly taught in engineering curriculums. Furthermore, most structural analysis programs do not properly consider torsional warping stiffness and response. The purpose of this paper is to educate the structural engineer on torsion analysis using analogies to familiar flexural relationships. Useful formulas are provided for determining torsional properties and stresses. 1. Introduction Current editions of design specifications AISI S100 [1] and AS/NZS 4600 [2] have provisions to account for stresses Cold-formed steel members of open cross-section are often produced by torsional loads. These provisions consider the susceptible to twisting and torsional stresses. The shear effect of combined longitudinal stresses resulting from center for many shapes is outside the envelope of the cross- flexure and torsional warping. Future provisions may section so it can be difficult to apply transverse loads without address combined shear stresses from flexure and torsion, producing torsional effects. Open thin-walled members also and may consider the impact of combined longitudinal and have inherently low torsional stiffness, thus even small shear stresses from all types of loading. -
Second Order Moments in Torsion Members
Department of Civil Engineering Sydney NSW 2006 AUSTRALIA http://www.civil.usyd.edu.au/ Centre for Advanced Structural Engineering Second Order Moments in Torsion Members Research Report No R800 N.S.Trahair BSc BE MEngSc PhD DEng Lip H Teh BE PhD April 2000 Copyright Notice Department of Civil Engineering, Research Report R800 Second Order Moments in Torsion Members © 2000 Nicholas S Trahair, Lip H Teh [email protected], [email protected] This publication may be redistributed freely in its entirety and in its original form without the consent of the copyright owner. Use of material contained in this publication in any other published works must be appropriately referenced, and, if necessary, permission sought from the author. Published by: Department of Civil Engineering The University of Sydney Sydney NSW 2006 AUSTRALIA April 2000 http://www.civil.usyd.edu.au SECOND ORDER MOMENTS IN TORSION MEMBERS by N.S.Trahair, BSc, BE, MEngSc, PhD, DEng Emeritus Professor of Civil Engineering and L.H. Teh, BE, PhD Senior Researcher in Civil Engineering at the University of Sydney April, 2000 Abstract This paper is concerned with the elastic flexural buckling of structural members under torsion, and with second-order moments in torsion members. Previous research is reviewed, and the energy method of predicting elastic buckling is presented. This is used to develop the differential equilibrium equations for a buckled member. Approximate solutions based on the energy method are obtained for a range of conservative applied torque distributions and flexural boundary conditions. A comparison with the limited range of independent solutions available and with independent finite element solutions suggests that the errors in the approximate solutions may be as small as 1%. -
Methods to Determine Torsion Stiffness in an Automotive Chassis
67 Methods to Determine Torsion Stiffness in an Automotive Chassis Steven Tebby1, Ebrahim Esmailzadeh2 and Ahmad Barari3 1University of Ontario Institute of Technology, [email protected] 2University of Ontario Institute of Technology, [email protected] 3University of Ontario Institute of Technology, [email protected] ABSTRACT This paper reviews three different approaches to determine the torsion stiffness of an automotive chassis and presents a Finite Element Analysis based method to estimate a vehicle’s torsion stiffness. As a case study, a typical sedan model is analyzed and the implementation of the presented methodology is demonstrated. Also presented is a justification of assuming linear torsion stiffness when analyzing the angle of twist. The presented methodology can be utilized in various aspects of vehicle structural design. Keywords: finite element analysis, automotive, structure. DOI: 10.3722/cadaps.2011.PACE.67-75 1 INTRODUCTION Torsion stiffness is an important characteristic in chassis design with an impact on the ride and comfort as well as the performance of the vehicle [5],[6],[10]. With this in mind the goal of design is to increase the torsion stiffness without significantly increasing the weight of the chassis. In order to achieve this goal this paper presents various methods to determine the torsion stiffness at different stages in the development process. The different methods include an analytical method, simulation method and experimental method. Also the reasons for seeking a linear torsion stiffness value are presented. A sample simulation is performed using Finite Element Analysis (FEA). 2 ANALYTICAL METHOD Determining torsion stiffness based only on the geometry of the chassis can be difficult for a vehicle given the complex geometries that are commonly found [3]. -
Multidisciplinary Design Project Engineering Dictionary Version 0.0.2
Multidisciplinary Design Project Engineering Dictionary Version 0.0.2 February 15, 2006 . DRAFT Cambridge-MIT Institute Multidisciplinary Design Project This Dictionary/Glossary of Engineering terms has been compiled to compliment the work developed as part of the Multi-disciplinary Design Project (MDP), which is a programme to develop teaching material and kits to aid the running of mechtronics projects in Universities and Schools. The project is being carried out with support from the Cambridge-MIT Institute undergraduate teaching programe. For more information about the project please visit the MDP website at http://www-mdp.eng.cam.ac.uk or contact Dr. Peter Long Prof. Alex Slocum Cambridge University Engineering Department Massachusetts Institute of Technology Trumpington Street, 77 Massachusetts Ave. Cambridge. Cambridge MA 02139-4307 CB2 1PZ. USA e-mail: [email protected] e-mail: [email protected] tel: +44 (0) 1223 332779 tel: +1 617 253 0012 For information about the CMI initiative please see Cambridge-MIT Institute website :- http://www.cambridge-mit.org CMI CMI, University of Cambridge Massachusetts Institute of Technology 10 Miller’s Yard, 77 Massachusetts Ave. Mill Lane, Cambridge MA 02139-4307 Cambridge. CB2 1RQ. USA tel: +44 (0) 1223 327207 tel. +1 617 253 7732 fax: +44 (0) 1223 765891 fax. +1 617 258 8539 . DRAFT 2 CMI-MDP Programme 1 Introduction This dictionary/glossary has not been developed as a definative work but as a useful reference book for engi- neering students to search when looking for the meaning of a word/phrase. It has been compiled from a number of existing glossaries together with a number of local additions. -
Analysis of Torsional Stiffness of the Frame of a Formula Student Vehicle
echa d M ni lie ca OPEN ACCESS Freely available online p l p E A n f g i o n l e a e n r r i n u Journal of g o J ISSN: 2168-9873 Applied Mechanical Engineering Research Article Analysis of Torsional Stiffness of the Frame of a Formula Student Vehicle David Krzikalla*, Jakub Mesicek, Jana Petru, Ales Sliva and Jakub Smiraus Faculty of Mechanical Engineering, VSB-Technical University of Ostrava, Czech Republic ABSTRACT This paper presents an analysis of the torsional stiffness of the frame of the Formula TU Ostrava team vehicle Vector 04. The first part introduces the Formula SAE project and the importance of torsional stiffness in frame structures. The paper continues with a description of the testing method used to determine torsional stiffness and an explanation of the experimental testing procedure. The testing method consists of attaching the frame with suspension to two beams. A force is applied to one of the beams, causing a torsional load on the frame. From displacements of certain nodes of the frame, overall and sectional torsion stiffness is then determined. Based on the experiment, an FEM simulation model was created and refined. Simplifications to the simulation model are discussed, and boundary conditions are applied to allow the results to be compared with the experiment for verification and the simulation to be tuned. The results of the simulation and experiment are compared and com-pared with the roll stiffness of suspension. The final part of the paper presents a conclusion section where the results are discussed. -
Combined Bending and Torsion of Steel I-Shaped Beams
University of Alberta Department of Civil & Environmental Engineering Structural Engineering Report No. 276 Combined Bending and Torsion of Steel I-Shaped Beams by Bruce G. Estabrooks and Gilbert Y. Grondin January, 2008 Combined Bending and Torsion of Steel I-Shaped Beams by Bruce E. Estabrooks and Gilbert Y. Grondin Structural Engineering Report 276 Department of Civil & Environmental Engineering University of Alberta Edmonton, Alberta January, 2008 Abstract Tests were conducted on six simply supported wide flange beams of Class 1 and 2 sections. The primary experimental variables included class of section, bending moment to torque ratio, and the inclusion or omission of a central brace. The end restraint and loading conditions were designed to simulate simply supported conditions at both end supports and a concentrated force and moment at midspan. Initial bending moment to torque ratio varied from 5:1 to 20:1. A finite element model was developed using the finite element software ABAQUS. Although the initial linear response was predicted accurately by the finite element analysis, the ultimate capacity was underestimates. A comparison of the test results with the design approach proposed by Driver and Kennedy (1989) indicated that this approach is potentially non-conservative and should not be used for ultimate limit state design. A design approach proposed by Pi and Trahair (1993) was found to be a suitable approach for ultimate limit states design. Acknowledgements This research project was funded by the Steel Structures Education Foundation and the National Research Council of Canada. The test program was conducted in the I.F. Morrison Laboratory at the University of Alberta. -
Shapebuilder 3 Properties Defined
ShapeBuilder 3.0 Geometric and Structural Properties Coordinate systems: Global (X,Y), Centroidal (x,y), Principal (1,2) Basic Symbols Units Notes: Definitions Geometric Analysis or Properties Shape Types, Area A, L2 Non-composite Gross (or full) Cross-sectional area of the shape. Also Ag shapes. A = dA ∫ A Depth d L All Total or maximum depth in the y direction from the extreme fiber at the top to the extreme fiber at the bottom. Width b, L All Total or maximum width in the x direction from the extreme fiber at the left to the extreme fiber at Also w the right. 2 Net Area An L Non-composite Net cross-sectional area, after subtracting interior holes. shapes with A = dA − A interior holes ∫ ∑ hole A Holes Perimeter p L All The sum of the external edges of the shape. Useful for calculating the surface area of a member for painting. Center of c.g., (Point) (L,L) All, unless That point where the moment of the area is zero about any axis. This point is measured from the Gravity Also located at the global XY axes. Centroid of (Xc,Yc) global origin. xdA ydA Area ∫ ∫ x = A , y = A c A c A 4 Moments of Ix, Iy, Ixy L All Second moment of the area with respect to the subscripted axis, a measure of the stiffness of the Inertia cross section and its ability to resist bending moments. I = y 2 dA, I = x 2 dA, I = xydA x ∫ y ∫ xy ∫ A A A Principal Axes 1, 2, Θ, Coordinate Any shape The axes orientation at which the maximum and minimum moments of inertia are obtained. -
Polar Moment of Inertia 2 J0 I Z R Da
Center of Mass and Centroids :: Guidelines Centroids of Lines, Areas, and Volumes 1.Order of Element Selected for Integration 2.Continuity 3.Discarding Higher Order Terms 4.Choice of Coordinates 5.Centroidal Coordinate of Differential Elements xdL ydL zdL x y z L L L x dA y dA z dA x c y c z c A A A x dV y dV z dV x c y c z c V V V ME101 - Division III Kaustubh Dasgupta 1 Center of Mass and Centroids Theorem of Pappus: Area of Revolution - method for calculating surface area generated by revolving a plane curve about a non-intersecting axis in the plane of the curve Surface Area Area of the ring element: circumference times dL dA = 2πy dL If area is revolved Total area, A 2 ydL through an angle θ<2π θ in radians yL ydL A 2 yL or A y L y is the y-coordinate of the centroid C for the line of length L Generated area is the same as the lateral area of a right circular cylinder of length L and radius y Theorem of Pappus can also be used to determine centroid of plane curves if area created by revolving these figures @ a non-intersecting axis is known ME101 - Division III Kaustubh Dasgupta 2 Center of Mass and Centroids Theorem of Pappus: Volume of Revolution - method for calculating volume generated by revolving an area about a non-intersecting axis in the plane of the area Volume Volume of the ring element: circumference times dA dV = 2πy dA If area is revolved Total Volume, V 2 ydA through an angle θ<2π θ in radians yA ydA V 2 yA or V yA is the y-coordinate of the centroid C of the y revolved area A Generated volume is obtained by multiplying the generating area by the circumference of the circular path described by its centroid. -
Pure Torsion of Shafts: a Special Case
THEORY OF SIMPLE TORSION- When torque is applied to a uniform circular shaft ,then every section of the shaft is subjected to a state of pure shear (Fig. ), the moment of resistance developed by the shear stresses being everywhere equal to the magnitude, and opposite in sense, to the applied torque. For derivation purpose a simple theory is used to describe the behaviour of shafts subjected to torque . fig. shows hear System Set Up on an Element in the Surface of a Shaft ubjected to Torsion Resisting torque, T Applied torque T $ssumptions (%) The material is homogeneous, i.e. of uniform elastic properties throughout. (&) The material is elastic, following Hooke's law with shear stress proportional to shear strain. (*) The stress does not e+ceed the elastic limit or limit of proportionality. (,) Circular sections remain circular. (.) Cross-sections remain plane. (#his is certainly not the case with the torsion of non-circular sections.) (0) Cross-sections rotate as if rigid, i.e. every diameter rotates through the same angle. BASIC CONCEPTS 1. Torsion = Twisting 2. Rotation about longitudinal axis. 3. The e+ternal moment which causes twisting are known as Torque / twisting moment. 4. When twisting is done by a force (not a moment), then force required for torsion is normal to longitudinal axis having certain eccentricity from centroid. 5. Torque applied in non-circular section will cause 'warping'. Qualitative analysis is not in our syllabus 6. Torsion causes shear stress between circular planes. 7. Plane section remains plane during torsion. It means that if you consider the shaft to be composed to infinite circular discs. -
Shafts: Torsion Loading and Deformation
Third Edition LECTURE SHAFTS: TORSION LOADING AND DEFORMATION • A. J. Clark School of Engineering •Department of Civil and Environmental Engineering 6 by Dr. Ibrahim A. Assakkaf SPRING 2003 Chapter ENES 220 – Mechanics of Materials 3.1 - 3.5 Department of Civil and Environmental Engineering University of Maryland, College Park LECTURE 6. SHAFTS: TORSION LOADING AND DEFORMATION (3.1 – 3.5) Slide No. 1 Torsion Loading ENES 220 ©Assakkaf Introduction – Members subjected to axial loads were discussed previously. – The procedure for deriving load- deformation relationship for axially loaded members was also illustrated. – This chapter will present a similar treatment of members subjected to torsion by loads that to twist the members about their longitudinal centroidal axes. 1 LECTURE 6. SHAFTS: TORSION LOADING AND DEFORMATION (3.1 – 3.5) Slide No. 2 Torsion Loading ENES 220 ©Assakkaf Torsional Loads on Circular Shafts • Interested in stresses and strains of circular shafts subjected to twisting couples or torques • Turbine exerts torque T on the shaft • Shaft transmits the torque to the generator • Generator creates an equal and opposite torque T’ LECTURE 6. SHAFTS: TORSION LOADING AND DEFORMATION (3.1 – 3.5) Slide No. 3 Torsion Loading ENES 220 ©Assakkaf Net Torque Due to Internal Stresses • Net of the internal shearing stresses is an internal torque, equal and opposite to the applied torque, T = ∫∫ρ dF = ρ(τ dA) • Although the net torque due to the shearing stresses is known, the distribution of the stresses is not • Distribution of shearing stresses is statically indeterminate – must consider shaft deformations • Unlike the normal stress due to axial loads, the distribution of shearing stresses due to torsional loads can not be assumed uniform. -
Problem Set #8 Solution 1.050 Solid Mechanics Fall 2004
Problem Set #8 Solution 1.050 Solid Mechanics Fall 2004 Problem 8.1 A solid aluminum, circular shaft has length 0.35 m and diameter 6 mm. How much does one end rotate relative to the other if a torque about the shaft axis of 10 N-m is applied? GJ We turn to the stiffness relationship, M = ------- φ⋅ in order to determine the relative angle of twist, t L φ, over the length of the shaft, L. For a solid circular shaft, the moment of inertia, J= πR4/2. The shear mod- E ulus G is related to the material’s elastic modulus and Poisson’s ratio by G = -------------------- and the elastic mod 21( + ν) ulus for Aluminum, found in the table on page 212 is 70 E 09 N/m2. Taking Poisson’s ratio as 1/3, G then evaluates to 26 E 09 N/m2. Putting all of this together gives φ L ⋅ an angle of rotation = ------- Mt = 1.06 radians . The maximum shear stress is obtained from τ ⁄ GJ max = MtRJ. τ × 08 2 This evaluates to max = 2.36 10 N/m (This is the change 12 Nov. 04). *** What follows is an excursion which considers the possibility of plastic flow in the shaft. We see that the maximum shear stress is near or greater than τ one-half the yield stress (in tension) of the three types of Aluminum τ given in the table in chapter 7. So what will ensue? y To proceed, we need a model for the constitutive behavior that G includes the relationship between shear stress and shear strain beyond the elastic range. -
DESIGN and SIMULATION of TORSION BAR(ARB) for FSAE USING MATLAB Parimala Pavan Jonnada Dr
International Journal of Engineering Applied Sciences and Technology, 2020 Vol. 5, Issue 8, ISSN No. 2455-2143, Pages 278-281 Published Online December 2020 in IJEAST (http://www.ijeast.com) DESIGN AND SIMULATION OF TORSION BAR(ARB) FOR FSAE USING MATLAB Parimala Pavan Jonnada Dr. Sreekanth Dondapati B.Tech Mechanical Engineering, School of Head of Department, School of Mechanical Mechanical Engineering, Vellore Institute of Engineering, Vellore Institute of Technology, Technology, Chennai, India – 600127 Chennai, India – 600127 Abstract - Formula SAE is a student design wheels can return to their normal height against the competition organized by SAE vehicle, kept at similar levels by the connecting International (previously known as the Society of sway bar. Automotive Engineers, SAE). The concept Because each pair of wheels is cross-connected by a behind Formula SAE is that a fictional bar, the combined operation causes all wheels to manufacturing company has contracted a generally offset the separate tilting of the others and student design team to develop a small Formula- the vehicle tends to remain level against the general style race car. The prototype race car is to be slope of the terrain. evaluated for its potential as a production item. Each student team designs, builds and tests a Anti-roll bars provide two main functions. The first prototype based on a series of rules, whose function is the reduction of body lean. The reduction purpose is both ensuring on-track safety and of body lean is dependent on the total roll stiffness promoting clever problem solving. An anti-roll of the vehicle. Increasing the total roll stiffness of a bar is a part of automobile suspensions that helps vehicle does not change the steady state total load reduce the body roll of a vehicle during fast transfer from the inside wheels to the outside cornering or over road irregularities.