Article citation information:
Lyashuk,
O., Levkovych, M., Vovk, Y., Gevko, I., Stashkiv, M., Slobodian, L., Pyndus, Y. The
study of stress-strain state elements of the truck semi-trailer body bottom. Scientific Journal of Silesian University of
Technology. Series Transport. 2023, 118,
161-172. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2023.118.11.
Oleg LYASHUK[1],
Mykhailo LEVKOVYCH[2],
Yuriy VOVK[3],
Ivan GEVKO[4],
Mykola STASHKIV[5],
Liubomyr SLOBODIAN[6],
Yuriy PYNDUS[7]
THE STUDY OF STRESS-STRAIN STATE ELEMENTS OF THE TRUCK SEMI-TRAILER
BODY BOTTOM
Summary. Research on
the influence of geometric parameters of body bottom elements on the
stress-strain state (SSS) of the truck with the general application of computer
simulation methods was conducted. The nature of the change in static stress and
displacement depending on the change in the proportions of the cross-section of
the channel at fixed geometric dimensions of the workpiece and the thickness of
the workpiece and the bottom material of the body has been studied. Analytical,
numerical and experimental methods were used in the study of the stress-strain
state of the metal structure of car bodies. Its weight minimization is an important
aspect of a truck body design. Because an excess weight leads to increased
production costs, reduced payload and reduced fuel efficiency. According to the
concept of weight reduction with the provision of a given strength, the body
model with variable parameters of the bottom elements is modelled and analyzed.
CAD - body models and analysis of the stress-strain state of the channels of
the bottom of the bodies have been performed using the software package
SolidWorks.
Keywords: semi-trailer
body bottom, channel, scan, static stress, static displacement, cad model
1.
INTRODUCTION
Lately, the
volume of road transportation has significantly increased. Moreover, the share
of road transport compared to other modes of transport is constantly growing.
This has led to a sharp increase in the number of the freight vehicle fleet and
an expanded range of design solutions used.
In recent
years, Ukraine has witnessed a steady trend increase in the volume of
transportation of goods by road [1]. Increasing the reliability,
manufacturability, and load capacity while reducing metal consumption and
increasing the service life of vehicles provides the necessary competitiveness
in the freight market [2].
The body of a
truck semi-trailer is the main part of a vehicle, which contains a series of
channels made of mild steel or aluminium sheet metal. Most units of process
equipment focus on the design of the truck body with various modifications
required to minimize stress and increase the load factor. When designing the
body, it is necessary to consider the operating stresses and material
properties.
When designing
a truck body, it is important to minimize its weight. Because excess weight
leads to increased production costs, reduced payload and reduced fuel
efficiency.
During the
operation of trucks, their bodies (Figure 1a) fail rather quickly due to the
accumulation of operational damage and extreme impacts. Often, the analysis of
the truck’s condition reveals that the frame of the semi-trailer is in a
satisfactory condition, and the body elements already contain cracks and have
excessive deformation. [3-7].
Non-invasive
diagnostic methods can be used to identify damage. Such methods include
vibroacoustic methods. For example, they are successfully used in the diagnosis
of damage to drive system components. [8-11].
Given the high
intensity of the wear of the truck bodies, there is a constant need to restore
their damaged elements or replace excessively damaged bodies with new ones [12-14].
Therefore,
there is a need to optimize the design of the body, which allows for maximizing
load capacity and improving strength, reducing weight, and extending service
life.
In most
designs of semi-trailers of trucks, the lower part of the bottom of the body is
made in the form of a series of transverse channels covered with sheet material
(Figure 1b). Hence, optimizing the design of the channel of the lower part of the
bottom of the body by analysing models of elements with different design
parameters is an urgent task [15-18].
|
(а) |
(b) |
|
Fig.
1. The appearance of the truck body: (a) – general view; (b) –
the bottom body view |
|
2. METHODOLOGY
OF RESEARCH
Analytical,
numerical and experimental methods were used in the study of the stress-strain
state (SSS) of load-bearing metal structures of truck bodies.
The analytical
method is designed to determine the VAT of rod structures and is based on the
principles of structural mechanics and resistance of materials. Usually, the
hypothesis of flat sections is used. This method is used for preliminary and
design calculations required for the selection of rational parameters of metal
elements.
It is quite
difficult to study spatial metal structures using analytical methods, and given
the difficult configuration of the geometry of their elements, it is often
simply impossible. This is due to the need to solve a large number of
differential equations of the theory of elasticity. The ability to analyse the
impact of individual elements on the result and the ability to find the optimal
solution are the main advantages of this method.
The numerical
method of SSS determination is based mainly on the finite element method (FEM).
It allows the calculation of elements of complex configuration with any type of
load. If necessary, it is possible to include various kinds of nonlinearities
(geometric, physical).
When designing
the bottom of the body of a semi-trailer truck, the dimensions of the channels,
material, their location and quantity are important. According to the concept
of weight reduction with the provision of a given strength, the body model with
variable parameters of the bottom elements is modelled and analyzed using CAD-body
models, and an analysis of SSS channels of the bottom of the body was performed
using the software SolidWorks. Figure 2 shows a CAD model of a truck
semi-trailer body.
The channels are made
by bending blanks cut from steel sheets with dimensions of 2500 ×
Fig. 2. The construction of the lower part of the body
Fig. 3. The channel scan (t = 5, b = 50, h = 165.37)
Fig.
4. The dimensions of the channel obtained from the scan (Fig. 3)
The study was
performed for bent channels made of sheet material with a thickness of 3, 4 and
Tab. 1
The dimensions of the channel depending on
the thickness and width of the shelf
|
Strip
thickness t, mm |
Shelf
width b, mm |
Channel
height h, mm |
Rounding
radius R, mm |
|
3 |
50 |
160.0 |
3.75 |
|
55 |
151.0 |
3.75 |
|
|
60 |
140.0 |
3.75 |
|
|
4 |
50 |
163.0 |
3.75 |
|
55 |
153.0 |
3.75 |
|
|
60 |
143.0 |
3.75 |
|
|
5 |
50 |
165.4 |
3.75 |
|
55 |
155.4 |
3.75 |
|
|
60 |
145.4 |
3.75 |
CAD - models
of the channels for SSS research are created according to the sizes in Table
Fig. 5. The grid of finite elements on the channel model
The conditions
of application of the load are shown in Figure 6. The applied transverse force
P = 7700 N, material - steel St 3 according to GOST 380-88 (yield strength σT = 206.81 MPa,
strength limit σB =
517.02 MPa).
Fig. 6. Conditions for applying the load and fixing
the element
3.
RESULTS AND DISCUSSION
A
CAD-body model was created to study the
stress-strain state (SSS) of the body bottom,
Figure 7. The applied force on the object
was P = 200 kN and the material is a steel of ordinary quality, GOST
380-88.
Fig. 7.
CAD - body model
The
change in the thickness of the sheets in the range from 3 to
Fig.
8. Layout of channels
The
obtained results are presented in Figures 9-11 and Table 2.
The analysis
of the SSS channel models was performed using the Simulation module of the SolidWorks
software package. General view of the study of the SSS channels with parameters
3 <t <5 (mm), 50 <b <60 (mm), 140 <h <160 (mm) is given in Figures
12-14. Summary results of the research are given in Table 3.
Based
on the obtained results, the dependence of the static stress in
the channels of the body bottom depending on the wall
thickness of the channel and the thickness of the sheet of the body bottom
was constructed (Figure 15).
Tab. 2
Estimated
static stresses acting on the channel, MPa
|
Channel wall thickness, t = |
Bottom sheet thickness, mm |
Channel position |
||||||||||
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
8 |
9 |
10 |
11 |
||
|
t=3 |
48.7 |
26.5 |
23.9 |
23.0 |
23.7 |
24.0 |
24.2 |
24.3 |
25.3 |
25.1 |
25.6 |
|
|
t=4 |
47.3 |
25.3 |
22.9 |
22.2 |
22.8 |
23.5 |
23.8 |
24.2 |
24.6 |
24.7 |
25.1 |
|
|
t=5 |
45.2 |
24.7 |
22.3 |
21.6 |
22.4 |
23.1 |
23.5 |
23.9 |
24.3 |
24.4 |
24.8 |
|
|
Bottom sheet thickness, mm |
Channel position |
|||||||||||
|
12 |
13 |
14 |
15 |
16 |
17 |
18 |
19 |
20 |
21 |
22 |
||
|
t=3 |
26.1 |
26.3 |
26.8 |
27.5 |
28.1 |
28.5 |
29.4 |
30.7 |
31.1 |
31.3 |
27.7 |
|
|
t=4 |
25.3 |
25.8 |
26.3 |
27.1 |
27.3 |
27.6 |
28.6 |
29.4 |
29.8 |
30.2 |
26.8 |
|
|
t=5 |
24.9 |
25.4 |
25.8 |
26.5 |
26.7 |
27.1 |
27.9 |
28.7 |
28.9 |
29.4 |
25.8 |
|
|
|
|
|
|||
|
Fig.
9. Static stress acting on (tch
= |
Fig.
10. Static stress acting on the channel No.1 (tch = |
|
|||
|
|
|
||||
|
Fig. 11. Static stress
acting on the channel No.1 (tch =3 мм, ts.bot =5, σТ=206.8
MPa) |
|
||||
|
(а) |
(b) |
||||
|
Fig.
12. SSS channel at b = |
|||||
|
(а) |
(b) |
|
|||
|
Fig. 13. SSS channel at b = |
|
||||
|
(а) |
(b) |
|
|||
|
Fig. 14. SSS channel at b = |
|
||||
Tab. 3
The
results of the study of the SSS elements of the bottom of the body
|
Channel thickness t, mm |
Channel shelf width b, mm |
Static stress, MPa |
Static displacement, mm |
Strength margin coefficient |
|
3 |
50 |
266.61 |
1.59 |
0.77 |
|
55 |
241.0 |
1.27 |
0.83 |
|
|
60 |
214.48 |
1.02 |
0.96 |
|
|
4 |
50 |
199.97 |
1.2 |
1.03 |
|
55 |
176.51 |
0.96 |
1.17 |
|
|
60 |
157.78 |
0.77 |
1.31 |
|
5 |
50 |
151.41 |
0.97 |
1.36 |
|
55 |
133.17 |
0.76 |
1.55 |
|
|
60 |
119.38 |
0.62 |
1.73 |
The
nature of the stress change in the channels of the body bottom
of the semi-trailer in general can be described by the equation:
σТ (х) = 3·10-5x6 – 0.0027x5 + 0.0856x4 – 1.329x3 + 10.591x2 – 39.905x + 77.394 (1)
Fig.
15. Static stress in the channels of the body bottom depending
on the wall thickness of the channel and the thickness of the sheet of the body
bottom
(tch =3 мм, ts.bot =3-5,
σТ=206.8 MPa)
Based on the
obtained experimental data, statistical processing of the data set using
well-known methods of correlation and regression analysis to obtain,
ultimately, the empirical regression equation and response function
(optimization parameter). Figure 16 shows the graph-analytical results of the
change in static stress σ = f(b, t,
h) from changes in the thickness of the
strip t, mm, shelf widths b, mm and channel height h, mm.
σT, MPa σT, MPa σT, MPa
|
b, mm t, mm (а) |
t, mm h, mm (b) |
b, mm h, mm (c) |
||||||
|
Fig.
16. The dependency response surfaces: (a) σ
= f(b, t); (b) σ = f(t, h); (c) σ = f(b, h) |
||||||||
It was
established that the predominant factors influencing the static stress σ are the thickness of the strip t and shelf widths b, but channel height h
has less influence. The factor field has been determined by the range of
parameter changes: 3< t <5
(mm), 50< b <60(mm), 140< h
<160 (mm).
4. CONCLUSIONS
The
analysis of the SSS of channels of a truck semi-trailer body bottom based on
the developed CAD - model of channels allows:
-
to investigate the character of stresses distribution
in the elements of a bottom of a body;
-
to establish dependences of level of stresses and deformations
of elements of channels of a bottom of a body on their thickness and width of
the shelf;
-
identify the most dangerous bearing capacity of the
truck semi-trailer body bottom.
It
has been outlined that the predominant factors influencing the static stress σ are the thickness of the strip t and
shelf widths b, but channel height h has less influence. The factor field was
defined by the range of parameter changes: 3 < t <
The
obtained results are the basis for making engineering decisions to improve the
design of the body bottom of the semi-trailer truck,
which allows maximisation of the load capacity, improved strength, reduced
weight and extend service life.
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Received 20.10.2022;
accepted in revised form 22.12.2022
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[1] Department
of Automobiles,
[2] Department of
Automobiles,
[3] Department of Automobiles,
[4] Department of Automobiles,
[5] Department of Automobiles,
[6] Department of Automobiles,
[7] Department of Automobiles,