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BỘ GIÁO DỤC VÀ ĐÀO TẠO TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT THÀNH PHỐ HỒ CHÍ MINH LUẬN VĂN THC S 7517+$1+3+( 1*+,ầ1&8&,7,1&$%,1é7é7,75ầ171 1+01ặ1*&$2$172ơ1.+,9$&+0 75&',1 1*ơ1+ .7+87&.+ậ1*/& S K C0 Tp Hồ Chí Minh, tháng /20 Luận văn tốt nghiệp Thạc Sĩ BỘ GIÁO DỤC VÀ ĐÀO TẠO TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT THÀNH PHỐ HỒ CHÍ MINH LUẬN VĂN THẠC SĨ TRẦN THANH PHE NGHIÊN CỨU CẢI TIẾN CABIN Ô TÔ TẢI TRÊN 10 TẤN NHẰM NÂNG CAO ĐỘ AN TOÀN KHI VA CHẠM 75Ӵ&',ӊ1 NGÀNH: “KỸ THUẬT CƠ KHÍ ĐỘNG LỰC”- 8520116 Hướng dẫn khoa học TS NGUYỄN PHỤ THƯỢNG LƯU Tp Hồ Chí Minh, tháng 10 năm 2020 i Luận văn tốt nghiệp Thạc Sĩ ii Luận văn tốt nghiệp Thạc Sĩ iii Luận văn tốt nghiệp Thạc Sĩ iv Luận văn tốt nghiệp Thạc Sĩ v Luận văn tốt nghiệp Thạc Sĩ vi Luận văn tốt nghiệp Thạc Sĩ vii Luận văn tốt nghiệp Thạc Sĩ LÝ LỊCH KHOA HỌC I LÝ LỊCH SƠ LƯỢC: Họ & tên: TRẦN THANH PHE Giới tính: Nam Ngày, tháng, năm sinh: 29/09/1976 Nơi sinh: Bến Tre Quê quán: Sơn Định – Chợ Lách – Bến Tre Dân tộc: Kinh Chỗ riêng địa liên lạc: 925/11/03 Lê Văn Lương, xã Phước Kiển, Huyện Nhà Bè, TP Hồ Chí Minh Điện thoại quan: Điện thoại nhà riêng: 0707979992 Fax: E-mail: kolaophetran@gmail.com II QUÁ TRÌNH ĐÀO TẠO: Cao Đẳng chuyên nghiệp: Hệ đào tạo: Chính Quy Thời gian đào tạo từ 09/1994… đến …09/1998 Nơi học (trường, thành phố): Trường Cao Đẳng Sư Phạm Kỹ Thuật Vĩnh Long Ngành học: Đại học: Hệ đào tạo: Tại Chức Thời gian đào tạo từ 01/1999 đến 2001 Nơi học (trường, thành phố): Trường Đại học Sư Phạm Kỹ Thuật TP Hồ Chí Minh Ngành học: Cơ khí động lực Tên đồ án, luận án môn thi tốt nghiệp: Ngày & nơi bảo vệ đồ án, luận án thi tốt nghiệp: Người hướng dẫn: i Luận văn tốt nghiệp Thạc Sĩ III Q TRÌNH CƠNG TÁC CHUN MƠN KỂ TỪ KHI TỐT NGHIỆP ĐẠI HỌC: Thời gian Nơi công tác Công việc đảm nhiệm Trung Tâm Kiểm Định An 10/2001 đến 12/2004 Toàn Kỹ Thuật Bảo vệ Trưởng dây chuyền kiểm môi trường chất lượng xe định giới Cần Thơ Công Ty Cổ Phần Hyndai 1/2005 đến 10/2013 Vinamotors Giám Đốc Chất lượng& Cty Cồ Phần Viet Nam Trưởng Phòng Kỹ thuật Motors Cần Thơ 11/2013 đến 12/2014 Cơng Ty TNHH An Việt Long Tp Hồ Chí Minh Giám Đốc Điều Hành Văn Phịng Đại Diện Cơng 01/2015 đến 01/2016 Ty TNHH KDC Hàn Trường Phòng Kỹ thuật Quốc, tai TP Hồ Chí Minh Cơng Ty TNHH 01/2016 đến 11/2018 DEAHAN MOTORS TP Hồ Chí Minh Giám Đốc Chất Lượng& Giám Đốc Dịch Vụ Hậu Mãi ii Luận văn tốt nghiệp Thạc Sĩ 154 Luận văn tốt nghiệp Thạc Sĩ 155 Luận văn tốt nghiệp Thạc Sĩ 156 Luận văn tốt nghiệp Thạc Sĩ October 30, 2020 Luu Nguyen HUTECH university Ho Chi Minh, Vietnam Phu Thuong Invitation letter Dear Authors It is a great pleasure and honor for us to invite you to the Second International Conference on Material, Machines and Methods for Sustainable Development - MMMS2020, held in November 12-15, 2020 at charming city of Nha Trang, Vietnam The general conference includes various science and engineering fields such as: • Advanced materials, material applications towards sustainability • Materials machining and processing technologies for the reduction of environmental impact • Life cycle engineering, impact assessment and control for machines and processes • Sustainable machine design: mechatronics, CAD/CAM/CAE, maritime engineering • Industrial engineering towards sustainability • Low carbon industry, efficient systems, energy efficiency, and energy saving • Renewable energy, alternative fuels • Medical equipment, biomechanics, and biomedical engineering, isolating virus equipment We are pleased to accept your presentation entitled: “AN APPLICATION OF 3D DRIVING MODEL FOR DRIVER BEHAVIOR TRAINING” The scientific and technical sessions will provide a forum for the exchange of the most advanced research results being carried out in Advanced materials, material applications towards sustainability We sincerely hope that you will join us in making a very successful conference We look forward to seeing you in Nha Trang, Vietnam Yours truly, Prof DrSc Banh Tien Long 157 Luận văn tốt nghiệp Thạc Sĩ President of the Conference President of Vietnam Association of Science and Technology Editing President of Council of Asian Science Editors Sincerely yours, Nguyen Phu Thuong Luu, Ph.D Head of Automotive Engineering HUTECH Institute of Engineering 475A Dien Bien Phu St., Ward 25, Binh Thanh Dist., HCMC Tel: 84-8-3512-0255 Mobile: 84-909-744-607 158 Luận văn tốt nghiệp Thạc Sĩ FRONTAL IMPACT OF TRUCK CABIN BY USING FINITE ELEMENT MODEL SIMULATION Tran Thanh Phe1 Department Nguyen Phu Thuong Luu2* of Automotive Engineering, Ho Chi Minh City University of Technology and Education (HCMUTE), Vietnam Department of Automotive engineering, Ho Chi Minh City University of Technology (HUTECH), Vietnam Email: *npt.luu@hutech.edu.vn, kolaophetran@gmail.com Abstract In the world's development trend as well as in the country of Vietnam today is increasing rapidly resulting in the demand for transportation as well as freight development very quickly Especially the transport of goods is the indispensable need of the development of the infrastructure of a country In order to meet the rapid increase in the demand for cargo transportation, the trucks increases rapidly The automotive traffic accident has happened up high and causes very high human injuries To ensure the safety of accidents does not affect human life, we have two basic solutions as follows: firstly, we have to train the sense of traffic in the transport operator The second is to make improvements as well as design the cabin so that it absorbs the impact of the cabin head directly The article introduces the second solution, innovative methods or vehicle cabin design to ensure safety on-the-ground collision ensures the ECE R29 standard and impact collision occurs in Vietnam, measures to improve safety, reduce the time and cost of design through simulation and empirical Keywords: ECE R- 29 LS-dyna,hypermesh,hyperview, steel pipe scales fish, peak force Introduction According to the National Traffic Safety Commission report, 2017, nationwide occurred 20,080 traffic accidents, killing 8,279 people, injured 17,040 people News from the General Statistics Office, the whole year 2018, in the whole country was happening 18,232 traffic accidents made 8,125 people dead; 5,124 injured and 9,070 were slightly injured Therefore, in the process of designing a cabin, an important requirement is to ensure the safety of the driver when a traffic accident occurs The Cabin must be designed so as to ensure a safe space for the driver when the accident occurs There are many safety standards for the driver when an accident occurs, such as ECE R-12; ECE R-29; ECE R-66; ECE R-95; FMVSS 204; FMVSS 208; FMVSS 216 In it, the ECE R-29 standard specifies the most obvious safety of the truck cabin and is the mandatory standard for trucks on the European market Currently, ECE R-29 standards are also widely adopted in developed automotive industries in Asia such as India, China, Korea and Vietnam With the trend of broad and deep international integration, the Vietnam automobile industry does not stop at the level of meeting the domestic market demand, but it needs to be involved in the regional and world markets to grow stronger Therefore, the study of applying the technical safety standards of advanced countries in general, ECE R-29 standards in particular to assess the safety of cars is necessary But the majority of the cars test to destroy safety, for cars crash directly 100% of the front area of the cabin with no deformation obstructions Actual automobile traffic drive on the road majority collides on a left/right 20%-40% Therefore, the testing of ECE R-29 automotive standard is guaranteed but when the car joins the traffic on the road does not guarantee when it was crashed directly However, most of the researches at the present only focus on the passenger cars or commercial vehicles Such as improving vehicle structure in small overlap frontal impact using FEM [1-4] Different types of barriers studied in frontal crashworthiness for analysis vehicle structure as pole barrier [5, 7] The bus structure also studied in full frontal impact [7] At the present not too much research is studying on truck cabin and in Vietnam the accidents were occured for the truck is popular and then caused dead injure for driver Truck cabin model simulation 2.1 The algorithm of LS-DYNA software 159 Luận văn tốt nghiệp Thạc Sĩ Formulas for simulation calculations: Use the Law Newton to calculate M.𝑥𝑥 ′′ (t)+ c 𝑥𝑥 ′ (t)+ k.x(t) = F (t) (external Force) (1) M: Volume (mass of vehicle) x: Transfer 𝑥𝑥 ′ : Velocity 𝑥𝑥 ′′ :Accelerometer c: Damper k: Hardness Equilibrium: 𝑓𝑓𝐼𝐼 +𝑓𝑓𝐷𝐷 +𝑓𝑓𝑡𝑡 =F(t) Inertia force: 𝑓𝑓𝐼𝐼 = M.𝑥𝑥 ′′ Damping force: 𝑓𝑓𝐷𝐷 = c 𝑥𝑥 ′ Elastic force: 𝑓𝑓𝑡𝑡 = k.x While the non-linear equation for the initial transfer force MX "+ CX + F (X) Internal force = F (T) external Force (2) In the equation (2) M: Volume matrix C: Damper matrix X: Vector transfer X ': vector velocity 160 Luận văn tốt nghiệp Thạc Sĩ X ' ': Vector accelerometer The motion equation (2) is written as follows MX "=-CX-F (X) internal + F (t) external force (3) In this study we used materials with the same material properties which applied for the real truck cabin The steel material has its specific weight, elastic dun tissue and Poison coefficient and pressure limit the effects of distortion properties are presented as in the FEM truck model 2.2 Evaluation criteria In automobile collisions factors affecting injuries who sit in the car are force shocks to passengers and the ability to deform the chassis Based on these two factors, in order to analyze automobile collisions many automobile designers offer two important indicators in collisions: peak forces and the ability to absorb energy [2] The peak force is the largest interaction force between the vehicle and the obstacle in the collision process Absorption is the link between the interactive forces during the collision with the distortion of the structure over time Absorption power can be calculated by formula: ΕΑ (d) = ∫ P.δ d (4) Where: P is the interactive force (N) d is the vertical distortion of the frame (m) EA is the absorbed power of the structure (J) 2.3 Simulation of truck cabin according to regulation ECE R-29 According to legal request for cabin safety are specified in Europe in regulation ECE-R29 Cabin of truck was tested such as Fig to Fig 3[8] in case study below: • Front crash test (test A) • Front post collider test (test B) •Roof intensity tes(Ctest) 2.3.1 Front crash test (Test A) A hard pendulum with a metal sheet (size :2500 mm x 800 mm) and weight is 1500 kg ± 250 kg what be placed, such that in the vertical location of pendulum centre is 50 ± 5/0 mm from point R which is gravity centre.of the driver's seat This differs from the previous version of this regulation where the vertical location of pendulum center is 150 ± 5/0 mm lower than the driver's seat R with the largest height from ground is1400 mm This new regulation to pendulum crash the front cabin in most models, while in the previous version of the ECE-R29 it is mostly the front bumper or the front chassis frame was crashed as in Fig Fig Front crash test (test The pendulum actuation energy shall be 30 KJ for automotive with the largest allowable weight up to 7000 kg and 45 kJ for automotive with weight over 7000 kg 161 Luận văn tốt nghiệp Thạc Sĩ 2.3.2 Front post collider test (Test B) The collider must be hard and their weight must be evenly-scattered; The collider weight is larger than 1,000 kg The collider must be cylinder block and diameter of the cylinder is d= 600 ± 50 mm and length as b or larger than b=2,500 mm Edges must be made round and curvature radius is larger than 1.5 mm Two bars hard are connected with collider, their distance is not smaller than f=1,000 mm The length of each bar is not smaller than L=3,500 mm It is distance from the shaft of hanger to centre of the collider as in Fig The collider energy must be 29.4 kJ Fig Front post collider test (test B) 2.3.3 Roof intensity test (Test C) The collider must be hard and their weight must be evenly-scattered; The collider weight is not smaller than 1,500 kg The surface of the collider to vertical surface of cabin by angle is 20° The collider energy is not smaller than 17.6 kJ We put static load on the cabin roof, respective to allow the biggest load for front axle or rear axle of the automotive as in Fig 3 Results and discussions Fig Roof intensity test (test C) Through actual automotive statistics collide when engaged in traffic in part and research topics All testing and calculations according to ECE R-29 standard try full face area front cabin unauthenticated real automotive condition traffic participation The subject solves an improvement in the first part of the load automobile cabin left/right near the actual police collide automobile when participating in traffic to ensure impact absorption energy and ensure the cabin hardness on the left/right to ensure the safety of the person sitting on the truck According to simulation results in Fig to Fig The displacement in Fig shown that the driving space almost collapsed And the stress occurred seriously for the A pillar and roof as in Fig Fig it is graph of different energies versus the time As it is depicted in the graph that before impacting the kinetic energy remains constant for some time at a value of 130 kJ and after the impact, it suddenly goes down due to approximately zero velocity Due to deformation/ deflection in the frame of the bare truck cabin this KE is being absorbed by the frame and is convert into internal energy, thereby, increasing the internal energy of the vehicle to almost same level Fig shows the graph between displacements of the vehicle from its original position with the time In total the cabin frame is deformed by 1200 mm within 0.15 sec Fig shows the graph between the velocities vs time It can be seen that the velocity is constant for some time before impacting the rigid wall and then it suddenly went down due to impact Fig shows the graph between the negative acceleration of the vehicle with time As we know that the acceleration is nothing but differentiation of velocity 162 Luận văn tốt nghiệp Thạc Sĩ Fig Contours of Z displacement Fig Contours of Z stress Fig Energy vs time Fig Resultant rigid body displacement vs time 163 Luận văn tốt nghiệp Thạc Sĩ Fig Resultant rigid body velocity vs time Fig Resultant rigid body acceleration vs time Conclusions In this study work, the direct impact of the rigid wall on truck cabin situations under the crash test used in the test is simulated using the FE method CATIA V5R21 CAD software is used to model selected cabin components, followed by FE meshing through Hypermesh and then analyzing all crash cases of a truck cabin with a rigid wall by using LS-DYNA The right factors, boundary conditions and material properties are chosen for the collision simulation Collision simulation was run for 140 milliseconds and results are observed and discussed At the moment of impact, kinetic energy is transformed into internal energy It can be seen that the FE approach is a viable way to assess the collision potential of cars The graphs of energy, displacement, velocity and acceleration are obtained quite well and show a good fit with the mathematical model The results showed that cabin truck structure should improve for safety in crashworthiness References [42] [43] [44] [45] [46] Horst Raich Daimlerchysler AG, Stuttgart, Germany at 4th European LS-Dyna users conference Nguyen, P.T.L., Lee, J.Y., Yim, H.J et al Analysis of vehicle structural performance during small-overlap frontal impact Int.J Automot Technol 16, 799–805 (2015) https://doi.org/10.1007/s12239-015-0081-7 Nguyen, P.T.L., Lee, J.Y., Yim, H.J et al Optimal design of vehicle structure for improving small-overlap rating Int.J Automot Technol 16, 959–965 (2015) https://doi.org/10.1007/s12239-015-0098-y Luu Phu Thuong Nguyen (2017) An optimisation approach to choose thickness of three members to improve IIHS small-overlap structural rating, International Journal of Crashworthiness, 22:5, 518526, DOI: 10.1080/13588265.2017.1281203 L N P Thuong, "Vehicle Frontal Impact to Pole Barrier Simulation Using Computer Finite Element Model," 2018 4th International Conference on Green Technology and Sustainable Development (GTSD), Ho Chi Minh City, 2018, pp 273-277, IEEE, doi: 10.1109/GTSD.2018.8595702 164 Luận văn tốt nghiệp Thạc Sĩ [47] [48] [49] N P Thuong Luu, "Analysis of Bus Structural Performance During Full Frontal Impact," 2019 International Conference on System Science and Engineering (ICSSE), Dong Hoi, Vietnam, 2019, pp 635-638, IEEE, doi: 10.1109/ICSSE.2019.8823416 PTL Nguyen, VD Nguyen –Analysis of vehicle body with small - Overlap frontal impact on various barriers National conference on mechanical and transportation engineering, Ho Chi Minh City, 2017, pp 363-368 https://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/R029r2e.pdf 165 Luận văn tốt nghiệp Thạc Sĩ 166 Luận văn tốt nghiệp Thạc Sĩ 167 S K L 0