Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
CAR
Bachelor of Technology
in
AUTOMOBILE ENGINEERING
by
APRIL, 2014
VNR VIGNANA JYOTHI INSTITUTE OF ENGINEERING & TECHNOLOGY
CERTIFICATE
This report has not been submitted to any other University or Institute for the award of any
degree.
i
ABSTRACT
With the increase in Global warming around the world, the concept of hybrid cars is
increasing day by day as they reduce the amount of pollution to some extent. This
project deals with the design and manufacturing of the Hybrid Electrical Vehicle.
A Hybrid car is one which runs on two or more distinct power sources. Most
of the Hybrid vehicles employee an electrical (Battery-Motor) system as one of the
power sources, as they produce less amounts of danger to Global warming, so the
name “Hybrid Electrical Vehicle”.
In this project, we worked on the Design and Analysis of chassis & frames of
the Hybrid Vehicle. This report outlines the steps taken to design the chassis, body
frame, solar panel frame and engine frame. The thesis continues with the analysis of
the above mentioned parts.
Design work of the parts has been done in Catia V5 R19 software. During this
step of designing, the basic design work of the models for chassis, body frame, solar
panel frame and engine frame are done.
Analysis part of work has been done in ANSYS software. During this step, the
analysis of the members where the loads are being applied after the fixing of panels
has been done. This part involves the analysis types of Static Analysis, Modal
Analysis and Thermal analysis.
The additional part of this thesis is the different types of calculations regarding
the Centre of Gravity, different types of stresses being applied on the members,
deflections and also the bending moments. These calculations are done as per the
loads applied on the members due to mounting of frames.
ii
Table of Contents
Title Page No.
ACKNOWLEDGEMENTS i
ABSTRACT ii
CHAPTER- I INTRODUCTION
iii
3.5.2 Part Design 9
3.5.3 Assembly Design 9
3.5.4 Drafting 10
3.5.5 Wire frame and Surface Design 10
3.5.6 Weld Design 10
CHAPTER – IV LITERATURE SURVEY
4.1 Type of Chassis
4.1.1 Ladder Chassis 11
4.1.2 Backbone 12
4.1.3 Space Frame 12
4.1.4 Monocoque 12
4.2 Frame 12
4.3 Types of Frame
4.3.1 Conventional Frame 13
4.3.2 Semi Integral Frame 13
4.3.3 Integral Frame 13
4.4 Types of Frame Sections 13
4.5 Materials for Frame 14
4.6 Design Principle of Chassis 14
4.7 Components Mounted on Chassis 14
CHAPTER – V DESIGN OF CHASSIS
5.1 Chassis Specifications of Hybrid Car 15
5.2 Dimensions 15
5.3 Procedure for Design
5.3.1 Design of Ladder 16
5.3.2 Design of Bottom Portion 16
5.3.3 Design of Top Portion 17
iv
CHAPTER – VI DESIGN OF SOLAR PANEL FRAME &
ENGINE FRAME
6.1 Design of Solar Panel Frame 18
6.1.1 Members used for Design of Solar Panel Frame 18
6.2 Design of IC Engine Frame 19
6.2.1 Members used for Design of IC Engine Frame 19
CHAPTER – VII CENTER OF GRAVITY
7.1 Center of Gravity 20
7.2 Calculations based on Moments Equation 22
7.2.1 Moments about Front Axle 22
7.2.2 Moments about Rear Axle 23
7.3 Calculations based on Front View 24
CHAPTER-VIII INTRODUCTION TO NUMERICAL ANALYSIS
8.1 Numerical Analysis 25
8.2 Introduction to FEM 25
8.3 Steps Involved in FEA
8.3.1 Pre Processing 26
8.3.2 Analysis 26
8.3.3 Post processing 27
8.4 Introduction to Ansys 27
CHAPTER – IX ANALYSIS OF CHASSIS & FRAME
9.1 Procedure for Analysis
9.1.1 Type of Element 28
9.1.2 Material 28
9.1.3 Properties of Mild Steel 28
9.1.4 Modelling 28
v
9.1.5 Meshing 29
9.1.6 Solving 29
CHAPTER – X ANALYSIS OF SOLAR PANEL FRAME
10.1 Procedure for Analysis
10.1.1 Type of Element 32
10.1.2 Material 32
10.1.3 Properties of Aluminium 32
10.1.4 Modelling 32
10.1.5 Meshing 33
10.1.6 Solving 33
CHAPTER – XI ANALYSIS OF IC ENGINE FRAME
11.1 Procedure for Analysis
11.1.1 Type of Element 36
11.1.2 Material 36
11.1.3 Properties of Mild Steel 36
11.1.4 Modelling 36
11.1.5 Meshing 37
11.1.6 Solving 37
BIBILOGRAPHY 40
vi
LIST OF FIGURES
FIG NO. Description Page No.
Figure 1: Basic Layout of Hybrid Vehicle ..................................................................... 2
Figure 2 Layout of Parallel Hybrid Vehicle .................................................................. 5
Figure 3: Layout of Series Hybrid Vehicle .................................................................... 6
Figure 4: Complete Design of Hybrid Car ..................................................................... 9
Figure 5: Design of Ladder .......................................................................................... 16
Figure 6: Design of Bottom Portion............................................................................. 16
Figure 7: Design of Chassis & Frames ........................................................................ 17
Figure 8: Design of Solar Panel Frame ........................................................................ 18
Figure 9: Design of IC Engine Frame .......................................................................... 19
Figure 10: Weights acting on a Sports Car .................................................................. 21
Figure 11: Center of Gravity from Side View ............................................................. 23
Figure 12: Mesh View of Rail Track ........................................................................... 25
Figure 13: Types of Analysis using ANSYS ............................................................... 27
Figure 14: Mesh view of Chassis & Design ................................................................ 29
Figure 15: Deformation view of Chassis & Frame ...................................................... 30
Figure 16: Displacement vector sum ........................................................................... 30
Figure 17: Stresses acting on Chassis & Frame ........................................................... 31
Figure 18: Mesh View of Solar Panel Frame............................................................... 33
Figure 19: Deformation View of Solar Panel Frame ................................................... 34
Figure 20: Displacement Vector Sum .......................................................................... 34
Figure 21: Stresses acting on Solar Panel Frame ......................................................... 35
Figure 22: Mesh View of IC Engine Frame................................................................. 37
Figure 23: Deformation View of IC Engine Frame ..................................................... 38
Figure 24: Displacement Vector Sum .......................................................................... 38
Figure 25: Stresses acting on IC Engine Frame ........................................................... 39
vii
CHAPTER-I
INTRODUCTION
Since this very conception of the automobile made engineers and designers to
go on search to make them more efficient and save on fuel consumption. Petrol fuels
the majority of vehicles and diesel fuel is used in heavier automotive equipment. The
internal combustion engine is considered to be a major if not the biggest source of
environmental pollution and the cost of fuel is increasing every day.
Hybrid cars operate on a dual mode where the electric motor, powered by
batteries, takes over once the gasoline engine has gotten the vehicle up to speed.
Braking and deceleration generates energy that is used to charge the electric motor's
batteries. This system allows the hybrid car to provide better fuel efficiency. This also
means that the engine of a hybrid vehicle is shut the moment the car is stopped.
Considered the biggest advantage to the hybrid car is the reduction of environmental
pollution due to fewer emissions of carbon dioxide and other harmful gases in to our
atmosphere. Automobile manufacturers such as Honda, Toyota, and Ford have
already introduced hybrid car models to the commercial market and several others are
in development.
1
Hybrid automobiles provide several benefits due to some very unique features.
The construction of the hybrid vehicle uses more lightweight materials than
traditional automobile. This saves energy by using less to propel the hybrid car.
Hybrid cars also increase energy efficiency because of their more aerodynamic
shapes. Tires used by hybrid vehicles run on a higher pressure and are made of a more
rigid material than general car tires. The higher pressure helps to increase the vehicles
gas mileage per gallon of gasoline used. The overall efficiency of the vehicle is
increased by these tires because they reduce friction on road surfaces and provided a
grip. The braking system provided an energy transfer from the electric motor to the
vehicles batteries whenever the brakes are applied. The overall gas mileage of a
hybrid varies from model to model.
2
1.3 POWER SOURCES FOR HYBRID VEHICLES:
The following list gives the variety of power sources that can be employed in a
Hybrid Vehicle.
3
CHAPTER II
THEORY OF HYBRIDS
4
ON THE BASIS OF DRIVE TRAIN:
On the basis of drive train, hybrids are classified broadly into two categories.
They are:
1. PARALLEL HYBRID
2. SERIES HYBRID
2.2.1. PARALLEL HYBRID VEHICLE:
In parallel hybrids, the IC Engine and the electric motor are both connected to
the mechanical transmission and can simultaneously transmit power to drive the
wheels, usually through a conventional transmission. The internal combustion engine
of many parallel hybrids can also act as a generator for supplemental recharging.
Currently, commercialized parallel hybrids use a full size combustion engine with a
single, small (<20 kW) electric motor and small battery pack as the electric motor is
designed to supplement the main engine, not to be the sole source of motive power
from launch. Parallel hybrids are more efficient than comparable non-hybrid vehicles
especially during urban stop-and-go conditions where the electric motor is permitted
to contribute, and during highway operation.
5
2.2.2. SERIES HYBRID VEHICLE:
In series hybrids, only the electric motor drives the drive train, and a smaller
ICE works as a generator to power the electric motor or to recharge the batteries.
They also usually have a larger battery pack than parallel hybrids, making them more
expensive. Once the batteries are low, the small combustion engine can generate
power at its optimum settings at all times, making them more efficient in extensive
city driving.
6
these cars can be moved forward on battery power alone. A large, high-capacity
battery pack is needed for battery-only operation. These vehicles have a split power
path allowing greater flexibility in the drivetrain by inter-converting mechanical and
electrical power, at some cost in complexity.
7
CHAPTER – III
INTRODUCTION TO DESIGN
3.1 INTRODUCTION:
The automotive chassis is tasked with holding together, the components while
driving, and transferring vertical and lateral loads cause by acceleration on the chassis
through the suspension and two wheels.
A good chassis design is that the further mass is away from the neutral axis the
more rigid it will be.
3.2 DESIGN:
The engineering design process is the formulation of a plan to help an
engineer build a product with a specified performance goal. This process involves a
number of steps, and parts of the process may need to be repeated many times before
production of a final product can begin.
3.3 OBJECTIVES:
To expose on design process of a Chassis, Engine frame, Solar panels frame.
To design and manage various complex systems which are being installed to
vehicle.
Well built structure to withstand against various environments.
Improve vehicle Safety.
Sketcher. Drafting.
Part Design. Assembly Design.
Wireframe & surfacemodelling. Weld Design.
8
Figure 4: Complete Design of Hybrid Car
3.5.1 SKETCHER
9
3.5.4 DRAFTING
This module is responsible, for converting what you see on the screen to
standard engineering drawings can be traded in the workshop for manufacturing or
save them for documentation.
With this module surfaces can be drawing with zero size and weight and
has its uses in the aerospace, automotive, ships and Mould Design.
10
CHAPTER – IV
LITERATURE SURVEY
Basically chassis is considered as a framework to support the body,
engine and other parts which make up the vehicle. Chassis lends the whole vehicle
support and rigidity. Chassis usually includes a pair of longitudinally extending
channels and multiple transverse cross members that intersect the channels .The
transverse members have a reduced cross section in order to allow for a longitudinally
extending storage space. The chassis has to contain the various components required
for the race car as well as being based around a driver’s cockpit. The safety of the
chassis is a major aspect in the design, and should be considered through all stages.
Generally, the basic chassis types consist of backbone, ladder, space frame and
monocoque. Different types of chassis design result the different performance.
11
4.1.2 BACKBONE :
The other type of chassis is backbone chassis which has a rectangular tube
like backbone and simple in structure. It usually made up of glass fiber that is used for
joining front and rear axle together and responsible for most of the mechanical
strength of the framework. The space within the structure is used for positioning the
drive shaft in case a rear-wheel drive. Furthermore, the drive train, engine and
suspensions are all connected to each of the ends of the chassis. This type of chassis is
strong enough to provide support smaller sports car besides it is easy to make and cost
effective
A nodal triangulated truss network that attempts to distribute all loads into
axial directions so that no part of the frame is subjected to the harsher bending forces.
4.1.4 MONOCOQUE:
As for monocoque chassis, most modern cars nowadays use this type of
chassis. A monocoque chassis is a single piece of framework that gives shape to the
car. A one-piece chassis is built by welding several pieces together. It is different
from the ladder and backbone chassis as unlike them incorporated with the body in a
single piece, where as the former only support the stress members. The demanding of
a monocoque chassis highly increased since it is cost effective and suitable for
robotized production.
4.2 FRAME
The frame is the main part of the chassis on which remaining parts of
chassis are mounted. The frame should be extremely rigid and strong so that it can
withstand shocks, twists, stresses and vibrations to which it is subjected while vehicle
is moving on road. It is also called underbody.
The frame is supported on the wheels and tyre assemblies. The frame is
narrow in the front for providing short turning radius to front wheels. It widens out at
the rear side to provide larger space in the body.
12
4.2.1 CONVENTIONAL FRAME
It is non-load carrying frame. The loads of the vehicle are transferred to the
suspensions by the frame. The suspension in the main skeleton of the vehicle which is
supported on the axles through springs. The body is made of flexible material like
wood and isolated frame by inserting rubber mountings in between. The frame is
made of channel section or tubular section of box section.
Example : This type of frame is used for trucks.
13
4.5 MATERIALS FOR FRAME
Steels used for pressed frame are mild steel ,carbon steel and nickel ally sheet
steel .The composition of nickel ally sheet steel
Carbon 0.25-0.35%
Manganese 0.35-0.75%
Silicon 0.30%
Nickel 3%
Phosphorus 0.05%
Sulphur 0.5%
14
CHAPTER- V
DESIGN OF CHASSIS
The chassis of the car supports the whole weight of the batteries,
interior materials, humans, and also the weight of solar panel frame, IC engine Frame.
In order to achieve this, a chassis has to be designed in such a way that it supports all
these weights and the chassis should be light in weight. So, a chassis is designed in
CATIA V5 R19.
5.2 DIMENSIONS:
15
5.3 PROCEDURE FOR DESIGN:
The ladder is the component where batteries are placed and maximum
amount of the weight relys on it. The members of the ladder are designed with
rectangular hollow rods.
This part includes the front and back bottom support of chassis, which
is the base for the whole portion of the vehicle. The members used are of rectangular
hollow, but of different widths.
16
5.3.3 DESIGN OF TOP PORTION:
This portion includes every part of the chassis excluding the bottom.
For this portion, a sub frame type of design is employed. The members are of circular
hollow sections with a maximum thickness of 5 mm.
This portion accommodates the space for the interior parts of the vehicle. This
portion is acts as a base for the Solar Panel Frame and the IC engine Frame.
The whole portion of this chassis rests on the suspension system, which is
designed to withstand these loads when applied.
These designed parts are then analysed in ANSYS software, where the simulation is
carried out by applying the real time loads.
17
CHAPTER – VI
The solar panels are being accommodated on roof of the car. The design
of the frame is done in such a way that it accommodates three solar panels on the roof.
L section member
I section member
18
6.2 DESIGN OF ENGINE FRAME
The IC engine is placed at the front of the vehicle .The frame has been done in
such a way that it holds the load of the engine.
19
CHAPTER-VII
CENTER OF GRAVITY
Automobile handling and vehicle handling are descriptions of the way wheeled
vehicles perform transverse to their direction of motion, particularly
during cornering and swerving. It also includes their directional stability when
moving in steady state condition. Handling and braking are the major components of a
vehicle's "active" safety. The maximum lateral acceleration is sometimes discussed
separately as "road holding".
Height of the center of gravity relative to the wheelbase determines load transfer
between front and rear. The car's momentum acts at its center of gravity to tilt the car
forward or backward, respectively during braking and acceleration. Since it is only the
downward force that changes and not the location of the center of gravity, the effect
on over/under steer is opposite to that of an actual change in the center of gravity.
When a car is braking, the downward load on the front tires increases and that on the
rear decreases, with corresponding change in their ability to take sideways load.
20
Figure 10: Weights acting on a Sports Car
Figure shows the forces on a stationary car. The earth’s gravitational pull (mg) acts
through the centre of gravity and the reaction (remember: to every action there is an
equal and opposite reaction) acts through the contact patches between the tyres and
the road. The vectors shown represent the combined reactions at both front wheels
(R1) and both rear wheels (R2).
We measure the reaction at each wheel on every car we test, and use this information
to publish the front/rear weight distribution. We also know the length of the
wheelbase, and hence we have enough information to calculate the position of the
centre of gravity in a vertical plane when seen from the side.
To do this, we need to know that when an object is stationary three conditions are
necessary to ensure that neither linear nor rotational acceleration is taking place:
3. The clockwise and anti-clockwise moments must be equal in size but opposite in
direction.
[Moment is just another name for torque ie force times perpendicular distance; the
word is used mainly in when the objects being studied are not moving]
These conditions are NOT sufficient to ensure that the object will be
stationary, because forces in balance imply either constant speed motion or a state of
21
rest. However, they do form the cornerstone of a great deal of civil engineering
calculations because buildings and bridges are objects that don’t move.
Let’s apply the above conditions. There are no horizontal forces, and the vertical
forces are known because we measure them, so that we only have to equate the two
moments around the centre of gravity caused by the reactions at the wheels.
At this point we’re have two unknowns (s1 and s2) and only one equation. One of the
interesting results from mathematical theory is the fact that we need as many
equations as there are unknowns to enable us to find a solution. This means we have
to find another equation linking s1 and s2, and we’re in luck because these distances
add up to the wheelbase S. Thus we can write:
s1 + s2 = S……………………………………………………..(2)
At this stage we can assign numbers to the symbols whose values are known ,
The two reaction forces are R1 and R2, reaction force on front wheels and reaction
force on rear wheels of the car, respectively.
S1 = [F1 * S] /W
S1 = [ 400 * 1710]/730
S1 = 936.98mm
22
This is the calculated distance of center of gravity from front axis.
W*S2=F2*S
S2=[F2*S]/W
S2=[330*1710]/730
=773.01mm
This means that the centre of gravity is 910 mm from the rear wheel centreline.
A similar calculation, utilising a frontal view of the vehicle, can be used to determine
the position of the centre of gravity in a transverse plane. However, to calculate the
23
height of this centre one would have to measure either R1 or R2 when the vehicle is
parked at an angle of at least 20 degrees.
Track distance=1200mm
S3+S4=S5
S3+S4=1200mm
Calculation of moment
W*S3=[Rr*S5] eq..3
S3=[Rr*S5]/W
On substituting values,
S3=[370 *1200]/730
S3=608.21mm
W*S4=R4*S5
S4=[R4*S5]/W
S4=[370 *1200]/730
S4=608.21mm
24
CHAPTER VIII
There are two types of Numerical analysis methods which are used for the
analysis of the parts, namely
25
The subdivision of a whole domain into simpler parts has several advantages
Accurate representation of complex geometry.
Inclusion of dissimilar material properties.
Easy representation of the total solution.
Capture of local effects.
Some of the softwares available for Numerical analysis using FEM are listed below
26
where u and f are the displacements and externally applied forces at the nodal
points. The formation of the K matrix is dependent on the type of problem
being attacked, and this module will outline the approach for truss and linear
elastic stress analyses. Commercial codes may have very large element
libraries, with elements appropriate to a wide range of problem types. One of
FEA's principal advantages is that many problem types can be addressed with
the same code, merely by specifying the appropriate element types from the
library.
8.3.3 POST PROCESSING:
In the earlier days of finite element analysis, the user would pore
through reams of numbers generated by the code, listing displacements and
stresses at discrete positions within the model. It is easy to miss important
trends and hot spots this way, and modern codes use graphical displays to
assist in visualizing the results. A typical postprocessor display overlays
colored contours representing stress levels on the model, showing a full-filed
picture similar to that of photoelastic or moire experimental results.
There are two different types of analysis possible using ANSYS software. They are
listed in chart as below.
27
CHAPTER – IX
ANALYSIS OF CHASSIS & FRAME
The whole weight of the batteries, car interior materials, humans and also
weight of the Solar Panels, IC engine rely on the chassis & the frame support. So,
Static Analysis has to be conducted by applying loads on the members.
The element type has to be decided in order to carryout analysis and check
whether it withstands the loads. Here we consider a BEAM 3 Node element for the
members of the chassis. There are different sections with different cross sections that
have been chosen in order to model the chassis and Frame.
9.1.2 MATERIAL:
For the chassis and Frame of car the material has to be chosen in such a way
that it has to withstand the heavy loads applied on it and it has to be flexible to
convert to any shape. MILD STEEL is chosen for this, because of its high
Malleability, ductility, high strength and its low of cost.
9.1.4 MODELLING:
The model of the chassis and frame has to be designed in ANSYS separately
in order to apply loads and do analysis on it. For this, modelling is done using key
points and lines creation, applying the elements on to those lines and finally meshing
to obtain the desired model.
28
9.1.5 MESHING:
For the meshing, a line mesh has been applied and the edge length was chosen
accordingly in order to obtain an reliable model of the chassis and frame. The Finite
element division is as shown in the figure.
9.1.6 SOLVING:
The body is perfectly constrained at the supports and the loads are applied at
the relevant nodes to carry out the analysis.
The results of the analysis are obtained in the Post processor and are as follows. The
maximum deflection of the chassis & frame is found out to be in range of 2mm
which is quite considerable in this context. The stresses at the members are also been
checked and it is found that no member is going to fail because of these loads.
29
Figure 15: Deformation view of Chassis & Frame
30
Figure 17: Stresses acting on Chassis & Frame
31
CHAPTER – X
As it has been discussed earlier that Solar Energy is one of the power sources
for the running of the vehicle. Solar Panels were accommodated on the top roof of the
vehicle on a frame separately designed for the Solar Panels.
This Frame has to withstand weight of the panels. So, a static analysis has to
be conducted in order to decide whether the frame withstands the loads.
The element type has to be decided in order to carryout analysis and check
whether it withstands the loads. Here we consider a BEAM 3 Node element for the
Solar Panel frame members. The Cross section of the beams is selected as L –
Section, keeping in view the shape of the panels.
10.1.2 MATERIAL:
For this Solar Panel frame, the material has to be chosen in such a way that it
has to be of low weight, high strength. Aluminium is chosen as the material for Solar
Panel Frame because its high resistance to corrosion, less weight and high ductility.
10.1.4 MODELLING:
The model of the Solar Panels frame has to be designed in ANSYS separately
in order to apply loads and do analysis on it. For this, modelling is done using key
points and lines creation, applying the elements on to those lines and finally meshing
to obtain the desired model.
32
10.1.5 MESHING:
For the meshing, a line mesh has been applied and the edge length was chosen
accordingly in order to obtain a reliable model of the Solar Panel frame. The Finite
element division is as shown in the figure.
10.1.6 SOLVING:
The body of the Solar Panel Frame is perfectly constrained at the supports and
the loads are applied at the relevant nodes to carry out the analysis.
The results of the analysis are obtained in the Post processor and are as follows. The
maximum deflection of the chassis & frame is found out to be in range of 5mm
which is a considerable in this context. The stresses at all 4members are checked and
it is found that no member is going to fail because of these loads.
33
Figure 19: Deformation View of Solar Panel Frame
34
Figure 21: Stresses acting on Solar Panel Frame
35
CHAPTER – XI
The element type has to be decided in order to carryout analysis and check
whether it withstands the loads. Here we consider a BEAM 3 Node element for the IC
Engine frame members. There are different Cross Section beams considered for the
IC Engine Frame, keeping in view the availability of space and in order to reduce the
weight.
11.1.2 MATERIAL:
For this IC engine frame, the material has to be chosen in such a way that it
has to withstand heavy loads, flexible to convert into any shape. MILD STEEL is
chosen for this, because of its high Malleability, ductility, high strength and its low of
cost.
11.1.4 MODELLING:
11.1.5 MESHING:
For the meshing, a line mesh has been applied and the edge length was chosen
accordingly in order to obtain a reliable model of the IC Engine frame. The Finite
element division is as shown in the figure.
11.1.6 SOLVING:
The body of the IC Engine Frame is perfectly constrained at the supports and
the loads are applied at the relevant nodes to carry out the analysis.
The results of the analysis are obtained in the Post processor and are as follows. The
maximum deflection of the chassis & frame is found out to be in range of 2mm
which is a considerable in this context. The stresses at all 4members are checked and
it is found that no member is going to fail because of these loads.
37
Figure 23: Deformation View of IC Engine Frame
38
Figure 25: Stresses acting on IC Engine Frame
39
BIBILOGRAPHY
Websites:
http://web.iitd.ac.in/~achawla/public_html/736/3-Automotive_chassis-
design-v2.pdf
http://en.wikipedia.org/wiki/Analysis
http://ocw.mit.edu/courses/materials-science-and-engineering/3-11-
mechanics-of-materials-fall-1999/modules/fea.pdf
40
41