1

Design and Development of Automated Door Slam Test Rig for Cars

Abdul Wahab1, Adarsha.H

2

M.Tech Student, Mechanical Engineering, R.V. College of Engineering, Bangalore, India1

Assistant Professor, Mechanical Engineering, R.V. College of Engineering, Bangalore, India 2

abdul.wahab.mech@gmail.com

ABSTRACT: The design and development of automated door slam test rig for cars are presented. Doors

are highly complex structures, comprising of both interior and exterior elements. They are one of the

major components in a car, which provide easy access for passengers to board into the car. Doors have to

fulfil diverse requirements over their complete life time. Door slam test is the process of validating car

door and its components. Currently, the test is being performed manually. In most of the automotive

industries, during manual door slam test few limitations were. observed such as operator fatigue,

effective labour utilization, interrupted testing hours, difficulty in maintaining constant slamming force

and ineffective mode to count the number of door slams In the light of above, this paper describes about

the development of automated door slam test rig, which performs opening and slamming operation of

door without manual intervention. The detailed modeling of the test rig is done by using modeling

software, Pro-E wildfire.5.0; the model is imported into ANSYS work bench and analyzed. The

development of test rig eliminates manual intervention during the test and results in performing the test

continuously to required number of cycles in order to validate the door. The limitations that were

observed during manual door slam test have been overcome.

Keywords— Automation, Pneumatic, Door slam test, Design, Analysis.

I. INTRODUCTION

Doors are one of the major components in a car which provide easy access for passengers into the car; door is a

partition which is typically hinged at one end. With the growing demand on car styling, comfort, safety and

other systems integration in the door, designing this system is a great challenge to engineers. Doors have to

fulfil diverse requirements over their complete life time. The main function of doors is to open and close the

car. The closing process requires robust design to fulfil all functions over the complete life of a car. Doors are

highly complex structures, comprises both interior and exterior elements, causing them to be links between

these two domains of the car. Many of the attributes conflict: for example, better water leakage and wind noise

behaviour will make it more difficult to close the door; better side intrusion protection will make the door

heavier; better leakage around the glass makes it harder to raise the glass, requiring stronger motors, making the

door heavier. The goal is to reduce the development time, save money, built better cars and most importantly

obtain more customer satisfaction [1].

II. LITERATURE REVIEW

Pragnya Pradeep et.al. have reported that, any manually operated machine can be converted to automatic

machines by using pneumatic devices and electrical devices. They have shown that manual controlled machine

was converted into automatic machine by which, maximum operating time will be saved, thus the output will be

more and also the human intervention was minimized [2].

M. Jaivignesh et.al. have investigated that, their purpose was to acquire practical knowledge in the field of

automation using pneumatic system. They selected automatic riveting machine, since it uses the concept of

pneumatic system and electronics. They concluded that, using a machine can allow for much more rapid

production than manual riveting [3].

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Kiyoshi Hoshino et.al. have studied that, pneumatic pressure which is easy enough to be handle in comparison

with hydraulic pressure is available for a power source of a robot arm to be utilized in concert with human

beings to do various types of work. They concluded that the mechanism of the robot with seven degrees of

freedom having pneumatic actuators proposed in this study is useful as the humanoid robot arm [4].

Ghodake A.P et.al. have carried out piston design with the help of CAE tool and stresses were evaluated. They

concluded that although fatigue is not responsible for biggest slice of damaged pistons, but the stresses induced

were the major factor for piston failure [5].

Yadavalli Basavaraj et.al. have investigated the study of brake spider component. They concluded that, in order

to increase the productivity, fixture for brake spider component machining as per the requirements has been

attempted successfully. The static analysis of the important basic component of the designed fixture carried out

by finite element method using ansys software was summarized [6].

N. Satyanarayana et.al. have investigated a detailed static and fatigue analysis of aluminium alloy wheel using

FEA package. The analysis was first performed in a static condition and found out total deformation, alternative

stress and shear stress and also through fatigue condition they found out the life, safety factor and damage of

alloy wheel by using S-N curve [7].

III. DOOR SLAM TEST

The test is performed to validate the car door and its components. During operation, door is opened and

slammed to check its reliability. Currently the test is performed manually for 1, 00,000 cycles with intermittent

period.

Following are the needs, to perform door slam test:

During the life time of a car, door under goes innumerable door slams and the operation must be

performed satisfactorily, such that door and its components does not undergo failure.

The test simulates the exact slams during its actual service conditions.

Test is performed in order to check the functionality and structural integrity of doors.

During manual door slam test, first the operator unlocks handle and opens the door with a predefined force and

angle and then slams the door. This procedure is performed only for 10 - 15 min due to operator fatigue; as a

result the test is not continuous, which leads to inconsistency during test. Hence validating of door by the

operator is not effective.

A. Need for Automation

Automation is a technique that can be used to reduce costs and to improve quality. It can lead to products

having consistent quality, perhaps even consistently good quality. Automation is the use of control systems and

information technologies to reduce the need for human work in the production of goods and services.

Automatic systems are being preferred over manual system [8].

B. Components used for Development of Test Rig

Following are the components, used for developing the test rig:

1) Supporting structure: It is a structure that serves to support cylinders, solenoid valve, timer and counter. It is

made of mild steel material, the properties are: Yield strength of 250 Mpa, ultimate tensile strength of 460 Mpa

and young‘s modulus of 2x105 N/mm

2. The base of supporting structure is rectangular in shape and is fastened

to the floor by means of M18 bolt and nut at each of its corner. The dimensions are as follows:

Length=1555mm, breadth=800mm, thickness=15mm.

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Fig. 1 Supporting Structure

2) Bracket: It is a structure that serves to support belts at the door handle. It is made of mild steel material, the

properties are: Yield strength of 250 Mpa, ultimate tensile strength of 460 Mpa and young‘s modulus of 2x105

N/mm2. In the set up, the bracket is fastened to the door handle by means of M6 bolt and round head nut at each

of its corner.

Fig. 2 Bracket

3) Pneumatic Cylinders: These are mechanical devices, which use the power of compressed gas to produce a

force in a reciprocating linear motion. They are also known as air cylinders. In the setup, two double acting

pneumatic cylinders are employed. These cylinders use the force of air to move in both extend and retract

strokes. They have two ports to allow air in, one for out stroke and one for in stroke. One end of the cylinder is

fastened to supporting structure, and the other end is connected to door handle by means of belt. During

operation cylinder-1 unlocks the door handle, and cylinder-2 open and slams the door. Timer regulates the

operation of pneumatic cylinders. A pad is attached at the end of cylinder-2 to prevent damage on the door side

panel.

Fig. 3.a: Cylinder-1 Fig. 3.b: Cylinder- 2

(Courtesy: Janatics)

Cylinder-2

Cylinder-1

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4) 5/2 Double Solenoid Valve: A solenoid valve has two main parts: the solenoid and the valve. The solenoid

converts electrical energy into mechanical energy which, in turn, opens or closes the valve mechanically.

Solenoid valves are the most frequently used control elements in fluidics. Their tasks are to shut off, release,

dose, distribute or mix fluids. They are found in many application areas. Solenoids offer fast and safe switching,

high reliability, long service life, good medium compatibility of the materials used, low control power and

compact design. 5/2 Double Solenoid valves are used to operate double-acting pneumatic cylinders. They have

five ports, in which port ‗1‘ is inlet connected to pneumatic supply line, ports ‗2‘ and ‗4‘ are connected to

double acting pneumatic cylinders and ports ‗3‘ and ‗5‘ are connected to exhaust. It is fixed on the dash board

of supporting structure.

Symbol Fig. 4: 5/2 Double Solenoid Valve (Courtesy: Janatics)

5) Timer: A timer is a specialized type of clock for measuring time intervals.

Fig.5.a: Timer (Courtesy: Select Automation) Fig.5.b: Terminal Connections

6) Counter: It is a device which stores and displays the number of times a particular event or process has

occurred. The main purpose of the counter is to record the number of cycles, Where each cycle represents

opening and slamming of door during the test. In this setup, digital type of counter is employed, which is fixed

on the dash board of supporting structure.

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Fig.6.a: Timer (Courtesy: Select Automation) Fig.6.b: Terminal

Connections

7) Number of Bolts and Nuts used in the Setup:

Type of bolt Quantity

M5 bolt and Nut 02

M6 bolt and nut 02

M6 bolt and round head nut 04

M8 bolt and nut 08

M18 bolt and nut 04

8) Pad:

Material: Foam material

Fig. 7: Pad

9) Belts:

Long belt

Material: Rubber

Length of Belt: 130mm

Short belt Material: Rubber

Length of Belt: 65mm

IV. CONCEPTUAL DESIGN OF AUTOMATED DOOR SLAM TEST RIG

A product concept is an approximate description of the technology, working principle and form of the product.

It is concise description of how the product will satisfy the customer needs. A concept is usually expressed as a

sketch or as rough three dimensional model and is often accompanied by a brief textual description, the degree

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to which a product satisfies needs and successfully commercialized depends to a large measure on the quality of

underlying concept. A good concept is sometimes poorly implemented in subsequent development stages, but a

poor concept can rarely be manipulated to achieve commercial success.

Fortunately, concept generation is relatively inexpensive and can be done relatively quickly in comparison to

rest of the development process. Concept generation typically consumes less than 5% of budget and 15% of

development time. Because concept generation activity is not costly, there is no excuse for a lack of diligence

and care in executing a sound concept generation method.

The concept generation process begins with a set of needs and target specifications, and results in a set of

product concept from which the team will make final selection. A good concept generation leaves the team

which confidences that the full space of alternatives has been explored. During the development of new product

in the concept generation stage, the costly problems can be reduced by structural approach, they are:

The in depth study of problems in the needs.

Failure to consider carefully the usefulness of concepts.

Proper guidance from team members and higher management.

Failure to consider entire categories of solutions.

The structured approach to concept generation reduces the incidence of these problems by encouraging the

gathering information from many desperate information of source, by guiding the members in through

explanations of the alternatives. A structured method also provides a step by step procedure for a new concept

design.

The concept generation activity begins with five basic steps, they are:

Clarify the problem

Search externally

Search internally

Explore systematically

Reflect on the result and the process.

A. Generated Concepts

Conceptualization was carried out to develop automated door slam test rig. For this process input was gained

from literature review.

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1) Concept 1:

Fig.8: Isometric view of concept 1

This concept consists of a supporting structure, double acting pneumatic cylinder, bracket and door, as shown in

Fig.8. The supporting structure of size 1555x800x15 mm is made of A36 mild steel material. Base of structure

is fixed on to the floor. One end of double acting pneumatic cylinder of stroke length 400 mm is fastened to

supporting structure and the other end is connected to bracket. The bracket is in turn connected to door handle

of a car. During test, problems encountered by with concept 1, are as follows: As one end of cylinder is directly

connected to the bracket, during operation more slamming force witnessed on door handle. As a result of

repeated slams, bracket got loose from door handle, which lead to improper locking of door.

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2) Concept 2:

Fig.9: Isometric view of concept 2

The main difference between concept 1 and concept 2 is that, here two double acting pneumatic cylinders are

employed. Cylinder-1 has a stroke length of 100 mm, used to unlock the door handle and cylinder-2 has a

stroke length of 300 mm, used to open and slam the door. In concept 1, cylinder end is directly connected to the

bracket, where as in concept 2 the ends of cylinders are connected to bracket by means of belts. During

operation, cylinder-1 unlocks the door handle and cylinder-2 open and slams the door, as a result acceptable

slamming force witnessed on door handle. This results proper locking of door and effective operation.

V. MODELING OF TEST RIG COMPONENTS USING PRO-E WILDFIRE 5.0

Pro-E Wildfire 5.0 has been developed by Parametric Technology Corporation (PTC) of U.S.A. PRO-E:

Pro/Engineer is a software design tool for engineers. More specifically, Pro/ENGINEER is a 3D feature- based

parametric solid modeler. It enables you to create true 3D solid models of your designs. (There are other similar

products on the market that offer similar modeling capabilities. Basic modeling concepts learnt in

Pro/ENGINEER will apply to other 3D feature - based parametric solid modelers.) Pro/ENGINEER is core

program that can work with many specialists add - on modules and external programs [9].

Pro/ENGINEER enables you to work with:

Feature based modeling

Parametric relationships

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Associativity.

1) Feature based modeling:

A feature is a primary component, the smallest or simplest object that can be created or used to build up your

3D part. Pro/ENGINEER models are feature-based, which means they are composed of one or more of these

features.

Build a model by incrementally adding features, one at a time. Choose the type of feature and the order in

which it is used to define the model.

2) Parametric relationships:

Designs created with Pro/ENGINEER can be parametric. (A parameter, according to the dictionary, is

something that can be varied and measured.)

Parametric models use dimensions or other parameters within the model to control the physical shape of the

model. The "controlling" happens by using rules or equations called relationships.

3) Associativity:

It can be worked in different modes within Pro/ENGINEER. Four core modes are:

Sketcher: for creating sections and sketches.

Part: for modelling parts.

Drawing: for creating engineering drawings.

Assembly: for assembling parts.

Fig.10: Four core modes of Pro-E

VI. DESIGN REQUIREMENTS FOR DEVELOPMENT OF TEST RIG

Following are the design requirements, required for developing the test rig:

A. Pressure Required for Cylinder-1, to Open the Door

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As per design specification, force required to open the door ‗F‘ = 80 N

Cylinder rod diameter ‗d‘ = 12 mm

Pressure ‗P‘ is calculated using below expression:

Pressure =Force / Area

Where area ‗A‘ = π/4*d2

= π/4*(12)2

A = 113.04 mm

2

Pressure ‗P ‗= F / A

= 80 / 113.04

P = 7.07 bar

Therefore pressure of 7.07 bars is required for operating cylinder-1.

B. Force Required for Cylinder-2, to Slam the Door

Cylinder rod diameter ‗d‘ = 20 mm

Pressure ‗P‘ = 7.07 bar

Force ‗F‘ is calculated using below expression:

Force = Pressure * Area

Where area ‗A‘ = π/4*d2

= π/4*(20)2

A

= 314 mm

2

Force ‗F‘ = P * A

= 0.707 * 314

F = 222 N

Therefore force of 222 N is required for slamming the door.

C. Number of Cycles the Cylinder can withstand

As per design specifications, cylinder can travel throughout its life = 1000 km

Stroke length of cylinder = 300 mm

Number of cycles is calculated using below expression:

No. of cycles = cylinder travel distance / stroke length

= D / SL

Where cylinder travel distance ‗D‘ = 1000 km

= 1000 * 1000* 1000 mm

D = 109 mm

Where each stroke length ‗SL‘ = 300 mm

For one cycle = 300 * 2 (strokes)

SL = 600 mm

Number of cycles ‗N‘ = D / SL

= 109 / 600

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N = 16, 66, 666. 67 cycles

Therefore cylinder can withstand for 16, 66, 666.67 cycles.

VII. ANALYSIS

A. ANSYS analysis

Finite element analysis software ANSYS is a capable way to analyze a wide range of different problems. It can

solve various problems such as elasticity, fluid flow, heat transfer, and electro-magnetism. Beside those, it can

also do nonlinear and transient analysis.

ANSYS analysis has the following steps for problem solving:

Modelling: Includes the system geometry definition and material property selection. In this step user

can draw either 2D or 3D representation of the problem.

Meshing: This step involves discritizing the model according to predefined geometric element.

Solution: This step involves applying boundary conditions and loads to the system and solves the

problem.

Post processing: This involves plotting nodal solutions (unknown parameters), which may be of

displacements/stresses/reactive forces [10].

B. Static Analysis

A static analysis is used to determine the displacements, stresses, strains and forces in structures or components

caused by loads that do not induce significant inertia and damping effects. The kinds of loading that can be

applied in static analysis includes, externally applied forces, moments and pressures. If the stress values

obtained in this analysis crosses the allowable values, it will result in the failure of the structure in the static

condition itself. To avoid such a failure, this analysis is necessary [11].

The procedure for a static analysis consists of the following tasks:

1) Set the analysis title

2) Preferences

3) Pre-processor

Element type

Real constant

Material properties

Model generation

Applying boundary conditions

4) Review of result

The detailed steps in performing static deflection of supporting structure and bracket through finite element

approach are as follows:

1. Set the analysis title: “Static deflection of supporting structure and bracket‖

2. Preferences: Structural, Discipline: h method

3. Pre-processor:

Element type: The elements chosen for the present work are:-

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Solid 185,186,187/contact 174/Target 170

Material properties: Modulus of elasticity = 2 x 105 N/mm

2

Poisson‘s ratio = 0.3

Yield strength = 250 N/mm2

Ultimate tensile strength = 460 N/mm

2

Model generation: The model is imported from Pro-E and the meshing has been carried out using

Ansys-mesh tool.

Boundary conditions: A force of 70N obtained from theoretical calculation is applied on the required

portion of supporting structure as shown in Fig 13. The base of the supporting structure is fixed.

C. Static Analysis of Supporting Structure

TABLE I [12].

MATERIAL PROPERTIES OF SUPPORTING STRUCTURE

Material Description Mild Steel

Young‘s Modulus [Mpa] 2x105

Poisson's Ratio 0.3

Yield Strength [Mpa] 250

Ultimate Tensile Strength

[Mpa] 460

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1) Geometry:

The below image shows the geometry of supporting structure imported into the simulation software for

Analysis. Before going to import a geometrical model of structure which can be prepared by modeling

software‘s like Pro –E or CATIA V5, the geometrical modeling can also done in the analysis software‘s like

ANSYS. Figure.11 shows the supporting structure created by CAD software for further analysis.

Fig. 11: Geometry of supporting structure

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2) Finite Element Model:

The elements selected for meshing the supporting structure are Solid 185,186,187/contact 174/Target 170. The

mesh counts for the model contain 48520 number of nodes and 36498 number of elements. Figure.12 shows the

meshed model of supporting structure.

TABLE III

MESHING DETAILS OF SUPPORTING STRUCTURE

Element

Type

Solid 185,186,187/contact

174/Target 170

Nodes 48520

Elements 36498

Fig.12: Meshed model of supporting structure

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3) Loading and Boundary Conditions [Cylinder-1]:

Figure.13 shows the loading and boundary conditions considered for the analysis. A force of 70N is applied on

cylinder-1 which is indicated by red color and the bolts lower faces are fixed in all direction, shown by violet

colour.

A force = 70N is applied on this face in –ve X-direction

The bolts lower faces are fixed in all direction

Fig.13: Loading and Boundary conditions on supporting structure

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4) Equivalent (Von-Mises) Stress [Cylinder-1]:

Figure.14 shows the distribution of von mises stresses induced within the supporting structure. Maximum stress

of 19.632 Mpa is found at the portion of the supporting structure as shown in below Fig.

Fig.14: Von-Mises stress distribution on supporting structure

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5) Directional Deformation (X Axis) [Cylinder-1]:

The Directional deformation (X Axis) on supporting structure is shown in Fig.15. The maximum static

deformation of supporting structure is found to be 0.0011341 mm.

Fig.15: Directional deformation on supporting structure

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6) Loading and Boundary Conditions [Cylinder-2]:

Figure.16 shows the loading and boundary conditions considered for the analysis. A force of 70N is applied on

cylinder-2 which is indicated by red color and the bolts lower faces are fixed in all direction, shown by violet

color.

force = 70N is applied on this face in X-direction

The bolts lower faces are fixed in all direction

Fig.16: Loading and Boundary conditions on supporting structure

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7) Equivalent (Von-Mises) Stress [Cylinder-2]:

Figure.17 shows the distribution of von mises stresses induced within the supporting structure. Maximum stress

of 2.7159 Mpa is found at the portion of the supporting structure as shown in below Fig.

Fig.17: Von-mises stress distribution on supporting structure

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8) Directional Deformation (X Axis) [Cylinder-2]:

The Directional deformation (X Axis) on supporting structure is shown in Fig.18. The maximum static

deformation of supporting structure is found to be 0.25355 mm.

Fig.18: Directional deformation on supporting structure

D. Static Analysis of Bracket

TABLE III [12].

MATERIAL PROPERTIES OF BRACKET

Material Description Mild Steel

Young‘s Modulus [Mpa] 2x105

Poisson's Ratio 0.3

Yield Strength [Mpa] 250

Ultimate Tensile Strength [Mpa] 460

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1) Geometry:

The below image shows the geometry of bracket imported into the simulation software for Analysis. The

geometrical model of bracket was prepared using modeling software Pro –E Wildfire 5.0, the geometrical

modeling can also done in the analysis software ANSYS. Figure.19 shows the bracket created by CAD software

for further analysis.

Fig.19: Geometry of bracket

2) Finite Element Model:

The elements selected for meshing the bracket are Solid 185,186,187/contact 174/Target 170. The mesh counts

for the model contain 27903 number of nodes and 17218 number of elements. Figure.20 shows the meshed

model of bracket.

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TABLE III

MESHING DETAILS OF BRACKET

Element Type Solid 185,186,187/contact

174/Target 170

Nodes 27903

Elements 17218

Fig.20: Geometry of bracket

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3) Loading and Boundary Conditions [lower clamp]:

Figure.21 shows the loading and boundary conditions considered for the analysis. A force of 70N is applied on

lower clamp which is indicated by red color and the face shown in below figure is fixed in all directions, shown

by violet color.

Fig.21: Loading and Boundary conditions on bracket

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4) Equivalent (Von-Mises) Stress [Lower clamp]:

Figure.22 shows the distribution of von mises stresses induced within the bracket. Maximum stress of 45.372

Mpa is found at the portion of the bracket as shown in below Fig.

Fig.22: Von-Mises stress distribution on bracket

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5) Directional Deformation (X Axis) [Lower clamp]:

The Directional deformation (X Axis) on bracket is shown in Fig 23. The maximum static deformation of

bracket is found to be 0.070298 mm.

Fig.23: Directional deformation on bracket

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6) Loading and Boundary Conditions [Upper clamp]:

Figure.24 shows the loading and boundary conditions considered for the analysis. A force of 70N is applied on

upper clamp which is indicated by red color and the face shown in below figure is fixed in all directions, shown

by violet color.

This face is fixed in all directions

A load =70N is applied on this bolt surface in X-direction

Fig.24: Loading and Boundary conditions on bracket

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7) Equivalent (Von-Mises) Stress [Upper clamp]:

Figure.25 shows the distribution of von mises stresses induced within the bracket. Maximum stress of 24.273

Mpa is found at the portion of the bracket as shown in below Fig.

Fig.25: Von-Mises stress distribution on bracket

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8) Directional Deformation (X Axis) [Upper clamp]:

The Directional deformation (X Axis) on bracket is shown in Fig.26. The maximum static deformation of

bracket is found to be 0.0062142 mm.

Fig.26: Directional deformation on bracket

E. Fatigue Analysis

Fatigue is an important consideration for components and structures subjected to repeated loadings is one of the

most difficult design issues to resolve. Experience has shown that large percentage of structural failure are

attributed to fatigue and as a result, it is an area which has been and will continue to be the focus of both

fundamental and applied research. Related loadings of a component or structure at stresses the design allowable

for static loadings may cause a crack or racks to form. Under cyclic loading these cracks may continue to grow

and precipitate a failure. When the remaining structure can no longer carry the loads, the mechanism of crack

formation and growth is called fatigue. It is estimated that 50-90% of structural failure is due to fatigue, thus

there is a need for quality fatigue design tool. The focus of fatigue in ANSYS is to provide useful information

to the design engineer when fatigue failure may be a concern. A fatigue analysis can be separated into 3 areas:

materials, analysis, and results evaluation. A large part of a fatigue analysis is getting an accurate description of

the fatigue material properties. These properties are included as a guide only with intent for the user to provide

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his/her own fatigue data for more accurate analysis. Fatigue results can be added before or after a stress solution

has been performed. To create fatigue results, a fatigue tool must first be inserted into the tree. This can be done

through the solution toolbar or through context menus. The details view of the fatigue tool is used to define the

various aspects of a

fatigue analysis such as loading type, handling of mean stress effects and more. Several results for evaluating

fatigue are available to the user. Outputs include fatigue life, damage, factor of safety, stress biaxiality, fatigue

sensitivity [13].

F. Fatigue Analysis of Supporting Structure

1) Fatigue life cycle of cylinder-1:

The Fatigue life cycle of cylinder-1 is shown in Fig.27. The maximum number of cycles the cylinder-1 can

withstand is found to be 10, 00,000 cycles.

Fig.27: Fatigue life cycle of cylinder-1

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2) Fatigue damage of cylinder-1:

The Fatigue damage of cylinder-1 is shown in Fig.28. The maximum damage to cylinder-1 is found to be 0.1.

Fig.28: Fatigue damage of cylinder-1

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3) Fatigue life cycle of cylinder-2:

The Fatigue life cycle of cylinder-2 is shown in Fig.29. The maximum number of cycles the cylinder-2 can

withstand is found to be 10, 00,000 cycles.

Fig.29: Fatigue life cycle of cylinder-2

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4) Fatigue damage of cylinder-2:

The Fatigue damage of cylinder-2 is shown in Fig.30. The maximum damage to cylinder-1 is found to be 0.1.

Fig.30: Fatigue damage of cylinder-2

F. Fatigue Analysis of Bracket

1) Fatigue life cycle of Lower clamp:

The Fatigue life cycle of lower clamp is shown in Fig.31. The maximum number of cycles the lower clamp can

withstand is found to be 10, 00,000 cycles.

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Fig.31: Fatigue life cycle of lower clamp

2) Fatigue damage of Lower clamp:The Fatigue damage of lower clamp is shown in Fig.32. The

maximum damage to lower clamp is found to be 0.1.

Fig.32: Fatigue damage of lower clamp

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3) Fatigue life cycle of Upper clamp:

The Fatigue life cycle of upper clamp is shown in Fig.33. The maximum number of cycles the upper clamp can

withstand is found to be 10, 00,000 cycles.

Fig.33: Fatigue life cycle of upper clamp

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4) Fatigue damage of Upper clamp:

The Fatigue damage of upper clamp is shown in Fig.34. The maximum damage to upper clamp is found to be 0.1.

Fig.34: Fatigue damage of upper clamp

VII. DEVELOPMENT OF AUTOMATED DOOR SLAM TEST RIG

A. Components Used

Following are the components, used to develop automated door slam test rig:

1) Supporting structure

2) Double acting air cylinders

3) 5/2 double solenoid valve

4) Timer

5) Counter

6) Bracket

7) Belts

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B. Construction

The test rig has a supporting structure of size 1555x800x15 mm and is made of A36 mild steel material, the

base of structure is fixed on to the floor. Two double acting pneumatic cylinders of different size and stroke

lengths are employed. One end of each cylinder is fastened to supporting structure and other end is connected to

bracket, by means of belt. The bracket is connected to door handle of a car. Also a plywood board is fixed on

top surface of supporting structure, which consists of a main switch, 5/2 double solenoid valve, timer and

counter.

Fig.35: Construction of automated door slam test rig

C. Working Principle

Pneumatic cylinders provide reciprocating motion by the compressed air. In order to achieve automation of the

operation, mainly a 5/2 double solenoid valve is employed. The inlet of the solenoid valve is connected to

pneumatic supply line and its outlet is connected to pneumatic cylinders. The input of the timer is connected to

the power supply. The timer is used to control the solenoid valve at regular intervals. A counter is employed to

record the number of cycles.

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Fig.36: Working principle is represented through a block diagram

D. Operation

Fig.37.a: Door closed condition

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Fig.37.b: Door open condition

Before start of operation, ensure the pressure is set to 7 bar in FRL unit and air supply is connected to 5/2

double solenoid valve. The solenoid valve is controlled by timer. During operation, compressed air enters FRL

unit where the air gets filtered, lubricated and is passed through solenoid valve. Now solenoid-1 gets actuated

and allows the compressed air to flow into cylinder-1, which retracts and unlocks the door handle. Then

solenoid-2 gets actuated and compressed air flows into cylinder-2, which retracts and opens the door. Further,

cylinder-2 extends to slam the door and cylinder-1 extends to complete a cycle and each cycle is recorded in

counter. This operation is repeated, until it reaches desired number of cycles.

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VIII. RESULTS

A. Results of Analysis

After applying loading and boundary conditions, the results obtained from ansys are compiled in below table.

TABLE V

RESULTS OBTAINED FROM ANSYS

Analysis Type

RESULTS

1. Supporting Structure

2. Bracket

1. Static

Analysis

i) Lower cylinder

support

ii) Upper cylinder

support

i) Lower clamp

ii) Upper clamp

a. Equivalent

(Von-Mises)

Stress [Mpa]

2.716

19.632

45.372

24.273

b. Directional

Deformation

(X axis) [mm]

0.254

0.001

0.070

0.006

2. Fatigue

Analysis

i) Lower cylinder

support

ii) Upper cylinder

support

i) Lower clamp

ii) Upper clamp

a. Life [cycles]

10,00,000

10,00,000

10,00,000

10,00,000

b. Damage

[D = achieved

cycles/designed

cycles]

D =

10,00,000/1,00,000

= 0.1

D =

10,00,000/1,00,00

0

= 0.1

D =

10,00,000/1,00,

000

= 0.1

D =

10,00,000/1,00,

000

= 0.1

40

B. Results of Test Rig Development

After development of test rig, the results obtained are compiled in below table.

TABLE VI

RESULTS OBTAINED AFTER DEVELOPMENT OF TEST RIG

Sl

No

PARAMETERS

RESULTS

1. As per

car door

design

specificatio

ns

2. During manual door

slam test

3.After

developme

nt of

automated

door slam

test rig

PP-01

PP-02

SOP

01

Opening Force

(Kg-f)

6 to 8

9.2

8.4

7.6

7.5

02

Opening Angle

(degrees)

63

65

64

62

63

03

Opening Distance

(m)

1.2

1.24

1.21

1.19

1.2

04

Velocity (m/sec)

0.8 to 1.2

1.03

0.86

0.8

0.96

05

No. of Opening /

Slamming Cycles

per min

22

26

24

22

22

06

Number of cycles

to be performed

for door slam test

1,00,000

(standard)

1,00,000

1,00,000

1,00,0

00

1,00,000

(achieved)

41

IX. CONCLUSIONS

The development of automated door slam test rig eliminates manual intervention during the test and results in

performing the test continuously to required number of cycles in order to validate the door. The limitations that

were observed during manual door slam test such as operator fatigue, effective labour utilization, interrupted

testing hours, difficulty in maintaining constant slamming force and ineffective mode to count the number of

door slams have been overcome.

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