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Copyright: Christos Kalavrytinos

The application of a Knowledge Based Engineering approach to the design, analysis and manufacturing of motorcycle handlebars.
Christos Kalavrytinos
Faculty of Technology Engineering and the Environment, Birmingham City University, Birmingham, B4 7XG, UK

Abstract The development of motorcycles has nowadays become as complicated as car design with the introduction of new technology and more strict safety and quality standards. Many enterprises compete in a growing international market and their goal is to reduce production cost and product development time. The utilisation of Knowledge Base Engineering (KBE) by car manufacturers has reduced the development time and led to safer and more cost and fuel efficient vehicles. This paper will introduce KBE and investigate how it can be applied to the design, analysis and manufacturing of a typical motorcycle handlebar showing different application development methods.
Keywords: Knowledge based engineering; Computer aided design; Design automation, Virtual engineering ; Motorcycle handlebar; Best practice; Rapid application development; Adaptive modeling language; KBE; AML; CAD; CAE; VE

1. Introduction Knowledge Based Engineering systems allow a company to capture corporate knowledge, practices and experience and organise it in a system that facilitates the reuse of that knowledge for automating certain steps of the design process. This in turn, reduces the time taken for developing a project and allows engineers to focus on more creative tasks instead of working on routine procedures such as Finite Element Analysis (FEA) meshing for pre and post processing. This knowledge that consists of information on the product and processes that are used is represented virtually in a computer environment. It includes rules extracted from corporate experience and along with heuristics and some decisionmaking abilities can form a powerful tool for providing a ready-to-make product. A typical motorcycle handlebar is usually a one piece component formed out of a thin wall metal tube. The handlebar's job is to provide the rider with steering control of the front fork assembly as well as to accommodate other controls such as the throttle, brakes and other electric switches. The most important considerations in handlebar design

are the structural integrity during heavy loading (e.g. braking), the ergonomic design to provide a comfortable riding position along with ways of regulating that position, the vibrations transferred from the road and engine and finally the aesthetics. 2. Problem definition The design process of such a component is usually based on several concepts mainly influenced by ergonomics and aesthetics, especially if the part has to reflect the tradition and vintage style of an older type motorcycle. At some point during the process, an FEA model is used to validate the structural performance of the handlebar. However, it is not that simple to perform that analysis using a CAD model of a swept circular profile and produce accurate results to be compared with the product that will later be manufactured. This is mainly due to the fact that when tubes are bent they stretch on one side and compress on the other thus creating a totally different cross sectional area than the perfectly circular one of the CAD model as shown in Figure 1. Moreover, work hardening alters the properties

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of the material making it even more complex to create an accurate FEA model. Manufacturing, is another consideration in the development phase of the product. The enterprise might have manufacturing cost and feasibility experience that can be transformed into rules and integrated in a KBES thus providing cost estimates or even constrict certain configurations. Figure 1 Bent tube section [1].

Constraint mechanisms such as the demand driven behaviour so that values and models are only calculated when demanded to reduce unnecessary calculations. Dependency backtracking to propagate constraint changes throughout the part model. Built-in use of geometry modellers and/or third party modellers and support for geometric reasoning. User interface development methods. The ability to link to existing tools and programmmes.

3. Development Methodology of a KBES Research shows that there are many methods that can be followed to develop a KBES. A typical system should support these basic features [2]: An object-orientated (OO) architecture using a high level language such as the Adaptive Modeling Language (AML) to eliminate the need for several other programming languages. Full support for OO methods such as data abstraction, inheritance, encapsulation, sharing of data structures and behaviour. Support for forward and backward chaining.

In order to develop a KBE application, the enterprise has to work together with a software vendor. The main steps required are the definition of the problem and then the capture and representation/ modelling of the corporate knowledge. In the case of a motorcycle manufacturer, the enterprise defines the problem and requirements and, after selecting a vendor, works together with the developers to achieve the application characteristics, features and mode of operation. A method used widely is the Rapid Application Development technique (RAD) where the knowledge is directly coded within the application and delivered with a separate knowledge book [2]. Different methods such as MOKA and KOMPRESSA also exist and serve different needs according to the initial requirements. However, RAD allows for quick application development. This is an attempt to show how knowledge can be captured and represented and not how an actual detailed application can be developed especially since that would require a team of engineers, experts and developers working together. 4. Tube bending

Dynamic modeling to allow for properties to be changed after a model is instantiated.

An overview of the processes involved in the manufacturing of the handlebars is essential to

provide a sound understanding and investigation of the possible KBE applications. 4.1 Tube properties

4.3.1 Minimum bending radius Cassidy [4] suggests an empirical formulae for determining the minimum bending radius (Rmin): Rmin = D / 2E' (1)

The tubes used are mostly seamless cold drawn steel (2mm thick) or extruded aluminum/ magnesium (4mm thick) with external diameters of 22mm (standard) or 28mm (fatbar). For high production volumes the bars are bent using CNC bending machines with a number of different tooling setups and processes for each material and shape. 4.2 Typical process A compression bending process, as shown in Figure 3, is used mostly for thin tubes since it is simpler and more economic. Its limitation lies with the smaller radius bend that can be achieved, which should not be a problem with handlebar tube bends. Figure 2 Compression bending [3].

where D is the outside diameter of the tube, and E' is the percent elongation of the tube material. 4.3.2 Wall factor Gillanders [5] suggests that the Wall factor (WF) can be expressed as: WF = OD / t (2)

where OD is the outside diameter and t is the tube thickness. 4.3.3 Springback This is the phenomenon where on release of the pressure and clamping die (external loads), the tension stresses on one side of the tube and the compressive stresses on the other side create a residual stress which causes springback or a change of the bending angle, , in the reverse direction of bending and a change of bending radius, R as shown in Figure 3 [3]. 4.3.4 Bending factor Again, Gillanders [5] describes the Bending factor (BF) as the ratio of bending centreline radius (R) divided by the outside diameter of the tube: BF = R / OD Figure 3 Springback [3]. (3)

4.3 Design parameters and rules This is where the most important knowledge and expertise of a company comes in to create certain rules and constraints to help populate the KBE application's database. The characteristics of a bending process give rise to a need for understanding the factors that influence the outcome. The basic parameters are the minimum bending radius, springback, wall factor and bending factor.

4.4 Tube bending challenges As with any manufacturing process, cold bending of tubes, if not properly carried out, can produce parts with flaws [3]. These common failures can be classified as: Deformation (wall thinning, flattening, wrinkling) as illustrated in Figure 4. Inaccuracy (overbending, underbending, twisting beyond tolerance). Breakage/ cracks. Dents/ marks.

5.2 System characteristics 5.2.1 Inference engine The selection of the inference engine (i.e. goaldriven or data-driven) is an important consideration though in this case the goal-driven engine seems more suitable. This is because the system focuses on a certain goal/requirement governed by a number of rules that are related and infers until a solution is found. More specifically, the function requirements for the handlebar is set and the goal is to find corresponding tubing process parameters to be taken into account [3]. 5.2.2 Knowledge representation The object orientated approach provides an easy initial stage of capturing organisation and management of knowledge, and at a later stage to modify and update the knowledge base as new information is required. [3] According to Mockler and Dologite [6] the domain knowledge of tubing processes can be categorised in hierarchical fashion, from high-level abstract concepts to lower-level specific entity. 5.2.3 Knowledge acquisition One of the techniques of knowledge acquisition is the Knowledge Capture Methodology (KCM) [2]. This allows for knowledge to be captured and organises it into reusable components for use in any system that uses rules. The eleven basic steps of KCM are listed below according to Terpenny, Strong and Wang [7]: 1. Select a product or process to model. 2. Decompose the components. product into atomic

Figure 4 Tube deformation modes [3].

Therefore, all these factors affect the design of a handlebar making it difficult to achieve an optimum design of the process.

5. Implementation of a KBE system 5.1 Why implement a KBE approach In such a system, the knowledge is captured and stored and a control module allows for inferring to find the best combinations for a solution to a problem. All the knowledge and expertise of an enterprise can be integrated in this system to allow its use by all the engineers, even the younger inexperienced ones. Moreover, a motorcycle manufacture might use tube bending for other components such as mirror stands, chassis frame, exhaust tubing, etc. and therefore can use this knowledge for other components too.

3. Assign attributes to atomic components. 4. Establish atomic instances in database or tabular data source. 5. Create component classifications for the atomic instances (Figure 5).

6. Create use cases by grouping atomic components into assemblies. 7. Introduce a use case for each existing component classification. 8. Define a set of relations and create relationships between considerations. 9. Use relationships between components to propagate parametric values and apply selection constrains. 10. Associate parametric values of components for reporting and visualization.

Figure 6 Jin et al.'s approach to the problem [3].

Figure 7 Corus Automotive's expert system [8]. 11. Repeat the process.

Figure 5 KCM step 5.

6. Overview of existing and potential systems 6.1 Past attempts Jin et al. [3], have attempted to create a tube bending expert system and the problem identification can be seen in Figure 6. Corus Automotive in Coventry, UK, has also integrated software from TubeExpert to create a Tube bending KBE application shown in Figure 7.

6.2 Component analysis A typical handlebar can be abstracted to simple dimensions. Figure 8 illustrates the most basic dimensional characteristics. Therefore part objects with rules that constrain certain dimensions. For example, the general dimensions of a classic motorcycle handlebar are width of 31", pullback of 8", rise of 3.5" and center section of 6". Once the basic dimensions that are constrained by ergonomics or assembly with other components are set, the system can then allow for adjusting of the other dimensions.

Figure 8 A typical handlebar's basic dimensions.

act as a guide to best practices to reduce the number of defective parts and material waste. An important characteristic of the system has to be the interface with the company's existing CAE systems (CAD, FEA, CAM) as well as the user interface. It as to be stressed that in this attempt, only one person was involved in the investigation of the applications of KBE and also responsible for showing how the knowledge can be captured. In practice, there would be a team of experienced engineers working in partnership with the developers/ vendor to achieve a satisfactory outcome. References

7. Discussion and conclusion Designing tube bending processes for a motorcycle handlebar can be a complex task since it involves many factors that can influence the quality of the manufactured product. The use of an expert system can be a helpful tool in the design process and can be used to minimise or even eliminate any potential flaws. However, an expert system is only designed for a certain application and can be constraining and inflexible. A motorcycle manufacturer could use a higher level KBE system that contains more design and manufacturing rules, such as for chassis frame tubes or exhaust pipes. In this system the knowledge base is shared and can be expanded and updated since it is modular. The application can start as a simple tube bending KBES but then has the potential to evolve to a complete system for designing the whole motorcycle. The overall goal of the use of a KBES will be to increase efficiency, reduce production cost and improve quality. This can be done by assisting the engineers to a tool and die design feature and also

[1] Hornmachinetools.com 27/05/2012).

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[2] Chapman C., Preston S., Pinfold M., Smith G., 2007. Utilising enterprise knowledge with knowledge-based engineering. Int. J. Computer Applications in Technology, Vol. 28, Nos. 2-3, 2007. [3] Jin Z., Luo S., Daniel Fang X., 2001. KBS-aided design of tube bending processes. Engineering Applications of Artificial Intelligence 14, 599-606. [4] Cassidy, V. M., 1988. No-mandrel system speeds tube bending. Modern Metals 8, 75-78. [5] Gillanders, J., 1984. Pipe and Tube Bending Manual. Gulf Publishing Company, Houston. [6] Mockler R. J., Dologite, D. G., 1992. Knowledge-Based Systems: an Introduction to Expert Systems. Macmillan Publishing Corporation, New York. [7] Terpenny, Strong and Wang [8] www.tubeexpert.com

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