Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system
- Hurter, Warren, Janse van Rensburg, Nickey, Madyira, Daniel, Turner, Cameron, Fukuda, Shuichi
- Authors: Hurter, Warren , Janse van Rensburg, Nickey , Madyira, Daniel , Turner, Cameron , Fukuda, Shuichi
- Date: 2016
- Language: English
- Type: Conference proceedings
- Identifier: http://hdl.handle.net/10210/124115 , uj:20876 , Citation: Hurter, W. 2016. Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system.
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s Solar Powered race vehicle. For this design to reach successful completion, an assessment framework is needed that would scrutinise and analyse every phase of the development. Therefore, the focus is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA). The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with an hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations). Beginning with the lowest level of technology readiness (TRL 1), the problem background will be summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This is followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements are in place, the design concepts can be generated and finalised based on these requirements, which will allow for the eventual complete computer aided design (CAD) model of the system to be created. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements will then form the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment has been modified to incorporate the development of manufacturing processes. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure is needed for component development and in order to create samples required for laboratory scale and relevant environmental testing. Laboratory scale testing (TRL 4) comprises of three experiments based on known ISO and ASTM standards, while relevant environmental (inservice application) experiments (TRL 5) comprises of four designed static load tests for component validation. Once the “at risk” components have been validated, they are integrated into the final assembly, in preparation for static system evaluation (TRL 6). Low speed (TRL 7) and high speed (TRL 8) testing of the vehicle as a systemcommissioning phase. For final system operation, the suspension assembly will be assessed when implemented into a solar powered vehicle, to compete in the 2014 Sasol Solar Challenge. This is an international crosscountry competitive endurance event spanning the length and breadth of South Africa (over 2000 km). Additionally the vehicle will be the main showpiece in the 2015 African Solar Drive. A 4000 km event spanning parts of South Africa, Namibia and Botswana. Finally, the Technology Readiness Assessment framework will be analysed and reformulated as needed to better suit future technology development requirements for a composite suspension system.
- Full Text:
- Authors: Hurter, Warren , Janse van Rensburg, Nickey , Madyira, Daniel , Turner, Cameron , Fukuda, Shuichi
- Date: 2016
- Language: English
- Type: Conference proceedings
- Identifier: http://hdl.handle.net/10210/124115 , uj:20876 , Citation: Hurter, W. 2016. Analysing a design and technology development framework through the implementation of a prototype composite vehicle suspension system.
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s Solar Powered race vehicle. For this design to reach successful completion, an assessment framework is needed that would scrutinise and analyse every phase of the development. Therefore, the focus is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA). The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with an hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations). Beginning with the lowest level of technology readiness (TRL 1), the problem background will be summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This is followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements are in place, the design concepts can be generated and finalised based on these requirements, which will allow for the eventual complete computer aided design (CAD) model of the system to be created. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements will then form the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment has been modified to incorporate the development of manufacturing processes. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure is needed for component development and in order to create samples required for laboratory scale and relevant environmental testing. Laboratory scale testing (TRL 4) comprises of three experiments based on known ISO and ASTM standards, while relevant environmental (inservice application) experiments (TRL 5) comprises of four designed static load tests for component validation. Once the “at risk” components have been validated, they are integrated into the final assembly, in preparation for static system evaluation (TRL 6). Low speed (TRL 7) and high speed (TRL 8) testing of the vehicle as a systemcommissioning phase. For final system operation, the suspension assembly will be assessed when implemented into a solar powered vehicle, to compete in the 2014 Sasol Solar Challenge. This is an international crosscountry competitive endurance event spanning the length and breadth of South Africa (over 2000 km). Additionally the vehicle will be the main showpiece in the 2015 African Solar Drive. A 4000 km event spanning parts of South Africa, Namibia and Botswana. Finally, the Technology Readiness Assessment framework will be analysed and reformulated as needed to better suit future technology development requirements for a composite suspension system.
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Analysing a technology readiness assessment framework through the development of a composite prototype vehicle suspension system :case study the UJ solar car project
- Authors: Hurter, Warren
- Date: 2016
- Subjects: Experimental automobiles , Prototypes, Engineering , Sunraycer (Automobile) , Photovoltaic power systems - Design and construction
- Language: English
- Type: Masters (Thesis)
- Identifier: http://hdl.handle.net/10210/212870 , uj:21038
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s 2014 Solar Powered race vehicle. For this design to reach successful completion, an assessment framework has been introduced to analyse every phase of the development. The focus of this dissertation is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA) [1] [2] [3]. The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with a hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations) [1]. Beginning with the lowest level of technology readiness (TRL 1), for this assessment the problem background has been summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This was followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements were in place, the design concepts were generated and finalised based on these requirements, which would allow for the eventual complete computer aided design (CAD) model of the system to be completed. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements then formed the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment was modified to incorporate the development of manufacturing processes and procedures. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure was needed for component development and in order to create samples required for laboratory scale and relevant environmental testing... , M.Ing. (Mechanical Engineering)
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- Authors: Hurter, Warren
- Date: 2016
- Subjects: Experimental automobiles , Prototypes, Engineering , Sunraycer (Automobile) , Photovoltaic power systems - Design and construction
- Language: English
- Type: Masters (Thesis)
- Identifier: http://hdl.handle.net/10210/212870 , uj:21038
- Description: Abstract: A uniquely configured vehicle suspension system, manufactured primarily of lightweight composite materials, is required for the University of Johannesburg’s 2014 Solar Powered race vehicle. For this design to reach successful completion, an assessment framework has been introduced to analyse every phase of the development. The focus of this dissertation is on the design and development of a prototype composite vehicle suspension system and the framework implemented to control the research and development process. The National Aeronautics and Space Administration (NASA), as well as Departments of Defence and Energy in the United States of America, have established a technology assessment model known as a “Technology Readiness Assessment” (TRA) [1] [2] [3]. The purpose of this assessment model is to identify those elements and processes of technology development that are considered critical to ensuring the intended operation of the system is reached, and ultimately that the project is a success. The Technology Readiness Assessment (TRA) can be viewed as an expansion on the scientific method, with a hypothesis tested and communicated results then taken further to be implemented on a demonstration platform and final system [10]. The TRA assessment comprises of various technology readiness levels (TRL), which are an indication of the progress level or maturity of a technology element, with the TRL scale ranging from 1 (basic principles observed) through to 9 (the total system has been used successfully in project operations) [1]. Beginning with the lowest level of technology readiness (TRL 1), for this assessment the problem background has been summarised, and design requirements as well as parameters formulated based on both design goals and competitive platform safety regulations for a new vehicle suspension design. This was followed by a literature review focusing on suspension, steering and braking design theory as well as advanced composites. Once the relevant theory and summarised design requirements were in place, the design concepts were generated and finalised based on these requirements, which would allow for the eventual complete computer aided design (CAD) model of the system to be completed. This constitutes a TRL 2 level assessment, with the primary deliverable being a complete CAD model and the identification of critical technology elements or “at risk” design elements that require further investigation and validation prior to their respective inclusion in the final system. These “at risk” elements then formed the basis of the experimental programme. For the various composite components required in the lightweight suspension system, the TRL 3 assessment was modified to incorporate the development of manufacturing processes and procedures. In primarily making use of a resin infusion composite processing technique, an accurate and repeatable procedure was needed for component development and in order to create samples required for laboratory scale and relevant environmental testing... , M.Ing. (Mechanical Engineering)
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Experimental and numerical analysis of load transfer over a steel composite bonded joint
- Hluyo, Munyaradzi, Madyira, Daniel M., Janse van Rensburg, Nickey, Hurter, Warren
- Authors: Hluyo, Munyaradzi , Madyira, Daniel M. , Janse van Rensburg, Nickey , Hurter, Warren
- Date: 2016
- Subjects: Carbon fibre composites , Adhesive bonded joint , Load transfer
- Language: English
- Type: Conference proceeding
- Identifier: http://hdl.handle.net/10210/92090 , uj:20185 , Citation: Hluyo, M. et al. 2016. Experimental and numerical analysis of load transfer over a steel composite bonded joint.
- Description: Abstract: The current quest for low weight structures has led to a significant increase in the use of adhesive bonded joints more so for applications involving fibre reinforced composite materials. Adhesive bonded joints have major advantages over conventional joining methods such as riveting and bolting; and the nature of composite materials precludes use of other conventional methods such as welding, brazing and soldering. These advantages include lower structural weight due to lower density of the adhesive compared to traditional structural joining materials, lower fabrication costs, resistance to environmental degradation, better aesthetic appeal, lower stress concentrations, noise and vibration isolation capabilities and relative ease of use. Incorporating adhesive bonded joints into mechanical component design requires a higher level of understanding of adhesive joint behaviour. In particular it is important to understand the load transfer and joint failure mechanisms operative in the adhesive bonded joints. A lot of design information is available on conventional joining methods while information on design of bonded joints remains restricted to specialised applications such as automotive and aerospace . The aim of this paper is to investigate the effect of bond thickness on the load transfer between a steel insert and tubular glass fibre reinforced composite component under axial loading. A finite element analysis model is developed to analyse the behaviour of the joint . The model is validated using experimentally measured tensile response data for a selected insert length and adhesive layer thickness . The obtained results show the close relationship between the load transfer distances with adhesive elastic modulus. Furthermore the stress distribution along the adhesive bond layer was found to be independent of adhesive layer thickness. Adhesive layer thickness also has insignificant contribution to stress levels and load transfer distance.
- Full Text: false
- Authors: Hluyo, Munyaradzi , Madyira, Daniel M. , Janse van Rensburg, Nickey , Hurter, Warren
- Date: 2016
- Subjects: Carbon fibre composites , Adhesive bonded joint , Load transfer
- Language: English
- Type: Conference proceeding
- Identifier: http://hdl.handle.net/10210/92090 , uj:20185 , Citation: Hluyo, M. et al. 2016. Experimental and numerical analysis of load transfer over a steel composite bonded joint.
- Description: Abstract: The current quest for low weight structures has led to a significant increase in the use of adhesive bonded joints more so for applications involving fibre reinforced composite materials. Adhesive bonded joints have major advantages over conventional joining methods such as riveting and bolting; and the nature of composite materials precludes use of other conventional methods such as welding, brazing and soldering. These advantages include lower structural weight due to lower density of the adhesive compared to traditional structural joining materials, lower fabrication costs, resistance to environmental degradation, better aesthetic appeal, lower stress concentrations, noise and vibration isolation capabilities and relative ease of use. Incorporating adhesive bonded joints into mechanical component design requires a higher level of understanding of adhesive joint behaviour. In particular it is important to understand the load transfer and joint failure mechanisms operative in the adhesive bonded joints. A lot of design information is available on conventional joining methods while information on design of bonded joints remains restricted to specialised applications such as automotive and aerospace . The aim of this paper is to investigate the effect of bond thickness on the load transfer between a steel insert and tubular glass fibre reinforced composite component under axial loading. A finite element analysis model is developed to analyse the behaviour of the joint . The model is validated using experimentally measured tensile response data for a selected insert length and adhesive layer thickness . The obtained results show the close relationship between the load transfer distances with adhesive elastic modulus. Furthermore the stress distribution along the adhesive bond layer was found to be independent of adhesive layer thickness. Adhesive layer thickness also has insignificant contribution to stress levels and load transfer distance.
- Full Text: false
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