Analysis of finite element method models of semi-trailer frameworks

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Abstract

BACKGROUND: Trailer chassis systems play a crucial role in ensuring the safety and efficiency of cargo transportation. Therefore, when designing the frame, it is necessary to conduct a detailed analysis of stress-strain state using the finite element method. In numerical analysis problems, an important step is to select a suitable finite element model of a semi-trailer frame that ensures an adequate representation of stress and strain distribution. This study conducts a comparative analysis of various approaches to constructing finite element models that differ from each other in terms of the method for transferring load from transported cargo, taking into account contact interactions between elements, as well as the way of modeling the fifth wheel coupling device.

AIM: Development and analysis of computational finite element models of the semi-trailer framework with various options of structural elements joints modeling, methods of load transfer from the truck and the transported cargo.

METHODS: The solution of the given task is carried out using the finite element method in the Siemens NX software package.

RESULTS: During the analysis of various finite element models, it has been found that:

  1. When transmitting load through pallets, the difference in stresses reaches 60%.
  2. The introduction of a coupling device into the calculation model reduces stresses by up to 25% due to the creation of an additional support surface for the front plate of the semi-trailer.
  3. Taking into account the contact between all the contacting elements of the frame and setting the tightening forces of the bolts reduces the stresses in the spars to 60%.

CONCLUSION: As a result of the study, a number of finite element models of the semi-trailer frame were developed and analyzed. The influence of various options for modeling the joints of structural elements, methods of transferring loads from the truck and the transported cargo on the strength characteristics of the frame has been studied. The analysis of the results revealed a significant impact of the addition of pallets, a coupling device and the contact interaction between the elements on the calculation results, which does not allow to conclude that the simplified and detailed models are equivalent. Therefore, when performing calculations using the finite element method, the absence of these elements should not be allowed, since such an assumption may lead to a significant difference in the calculation results.

About the authors

Pavel S. Rubanov

KAMAZ Innovation Center; Moscow Polytechnic University

Author for correspondence.
Email: rubanov_ps@bk.ru
ORCID iD: 0009-0000-2055-2046
SPIN-code: 6955-1901

Postgraduate of the Ground Vehicles Department, Design engineer of Engineering Calculations and Modeling Service

Russian Federation, Moscow; Moscow

Alevtina S. Tikhonova

KAMAZ Innovation Center; Bauman Moscow State Technical University

Email: atikhonova21@yandex.ru
ORCID iD: 0009-0006-6399-6126

Student of the Wheeled Vehicles Department, Design engineer of Engineering Calculations and Modeling Service

Russian Federation, Moscow; Moscow

Mirzoodil K. Mavlonov

KAMAZ Innovation Center

Email: mirzoodil.mavlonov@mail.ru
ORCID iD: 0009-0005-9193-4996
SPIN-code: 4028-4519

Design engineer of Engineering Calculations and Modeling Service

Russian Federation, Moscow

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Supplementary files

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2. Fig. 1. Semi-trailer framework.

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3. Fig. 2. Distribution of pallets along the semi-trailer.

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4. Fig. 3. The fifth wheel fixing options (DOF1: X-axis translational degree of freedom; DOF2: Y-axis translational degree of freedom; DOF3: Z-axis translational degree of freedom; DOF4: X-axis rotational degree of freedom; DOF5: Y-axis rotational degree of freedom; DOF6: Z-axis rotational degree of freedom): a, without the coupling device; b, with the coupling device.

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5. Fig. 4. Options of the finite element model of the semi-trailer framework: а, load application from one point: b, load is distributed evenly on pallets.

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6. Fig. 5. Stress state of the framework.

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7. Fig. 6. Stressed areas of the framework: 1, the “gooseneck” part of the right frame rail; 2, the support sheet on the left; 3, the front part of the vertical wall of the right frame rail; 4, the rear part of the vertical wall of the right frame rail; 5, the front part of the vertical wall of the left frame rail; 6, the rear part of the horizontal plate of the left frame rail; 7, the first left semi leaf spring; 8, the left part of the beam of the first axis.

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