International Journal of Recent Development in Engineering and Technology

Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

Theoretical & Experimental Analysis of Bike

Handle Bar
Atul P. Gund1 , Dr. F. B. Sayyad2
1
Research Scholar ,2Professor, G S Moze College of Engineering, Balewadi, Pune, India

Abstract: All machines, vehicles and buildings are subjected to from that derived by the engine. Electrical heating elements
forces which causes vibration. Many noise and vibration could be added below the handle bar grips to provide comfort
problems that occur are due to resonance phenomena where the to the user in cold atmospheric conditions.
operational forces excite one or more modes of vibration. Modes Why modal analysis: Modal frequency response analysis is
of vibration that lie within the frequency range of the operational although a different approaches to decisively find the
forces always represent potential problems. Mode shapes are the
frequency response of a structure. Modal analysis is an
dominant motion of a structure at every of its natural or
resonant frequencies. Modes are an inherent property of a economical dynamics. The dynamic behaviour of a structure
structure and do not depend upon the forces that act on it. In this in a provided frequency range can be modelled as a set of
paper, optimization and modal analysis of the handle bar of individual modes of frequency. The important modal
Pulsar 150 is done. Handle bar has been modelled using parameters are: natural frequency or resonance frequency, and
CATIAV5, meshing will be done in HYPERMESH12.0, and mode shape. The modal parameters of all the modes, within
ANSYS will be used for post processing. Boundary forces will be the frequency range of interest, represent a complete dynamic
calculated. Static analysis will be done based on which further description of the component. By using the modal parameters
optimization will be carried out. Re-analysis (modal analysis) will for the element, the model can later be used to come up with
be done on the handle bar by considering glass fibre composite
possible solutions of a particular component issues.
material.
That’s the reason why modal analysis on handle bar makes a
Keywords - Finite Element Analysis, Glass fibre, Handle bar, very important investigation for getting out the mode shapes
modal analysis. and frequency.
At present traditionally used material for handle bars are low
carbon or mild steel. Though steel have advantages over its
I. INTRODUCTION simple accessibility, cheap, easy to machine, it has its
disadvantages over its weight. So an effort must be taken to
A handle bar is a tubular component of a two wheeler’s design a handle bar with alternate materials which has low
steering mechanism. Handle bar provide mounting for brake, density and good structural strength.
lights, horn and rear view mirrors additionally they could The main objective of this paper is to check different materials
support part of riders weight. i.e. Aluminium, glass fibre on handle bar and to search out its
Handlebars are created from hollow metal tube, typically from natural frequency.
aluminium alloys, mild steel, chrome plated steel and Motivation behind choose Topic, This project will serve as
Stainless steel however additionally of carbon fibre and Ti, reference to researchers who will be working on this subject.
shaped to the required contour. Holes may be drilled for the There has been tremendous efforts being put by researchers
internal routing of control cables for brake, clutch, and to find alternative to conventional material used. Handle bar
throttle. Risers hold the handlebars above their mounting with a composite material is a new concept which can be
position on the higher triple tree or at the high end of fork, and accepted and adopted in today’s market.
may be integrated into the bar itself or separate things. Bar-
end weights are typically added to either end of the bar to
damp vibration by moving the bars' resonant frequency away

17
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

II. LITERATURE SURVEY III. PROBLEM STATEMENT

S. V. Jaswandkar, et. al (2014) studied Road load acceleration
data is obtained and applied to a handle bar assembly to check Vibration analysis is usually done to make sure that
for its stresses and deformation through linear static analysis. potentially catastrophic structural natural frequencies or
The purpose of this research was to evaluate strength of a resonance modes don’t seem to be excited by the frequencies
handle bar by changing the material i.e. AlSi132, C35 present in the applied load. Sometimes this is not possible and
Harale Shivraj. N, et. al (2012) studied Frequency response designers then got to estimate the maximum response at
analysis is done based on road load data obtained. The resonance caused by the loading.
analysis of handle bar emphasis more on the behavior of
handle bar for vibrations. Efforts are done to increase the IV. OBJECTIVES
strength of handle bar.
Rajratna M. Kharat, et. al (2015) focuses on the effect of The main objective of the study is to optimize and find natural
vibrations on health of the rider if these vibrations go beyond frequency of handle bar. This optimized model will have
permissible limit. In order to make this study successful better performance.
vibration signals were measured while driving with different
speeds and different road surfaces To achieve this objective following steps must be taken:
Harshada G. Deshmukh, et al, (2014) in their study two  To study various research papers to study the work done on
wheeler rider systems is considered as a 4 DOF spring mass handle bar.
damper system. An anthropomorphic data is used for  To draw CAD model in CatiaV5
modelling of human body. A Mass and stiffness value of  Study boundary conditions and loadings acting on the
individual component is carried out. The aim of this study was handle bar.
to validate effect of vibration on health of rider by considering  Carryout analysis.
vibration of whole body of the vehicle  Optimization
Jaimon Dennis Quadros, et al (2013) mentioned that People in  Conclusion
the age group of 30 to 45 years have pains in their body due to
irregular road conditions and improper design of vehicle. It is V. CAD MODEL & ANALYSIS ON HANDLE BAR
found that 13.33% of people have musculoskeletal pain The conventional model used in Pulsar 150 is used.
problems. So an attempt is made to find suitable safe speed to Dimensions are taken through reverse engg i.e. through hand
ride. It was found that for HeroHonda Splendor, idealized calculations. CAD model then is made by the commands in
operating speed is 49.66KMPH. CATIA of Pad, pocket, fillet, and geometrical selections in
Patil Pruthviraj Devidas , et al, (2013) Handle bar for torsional part design module.
loading is analyzed to find out safe value of torsional loading. The CAD data of the handle bar structure is imported and the
Also torsion buckling analysis is carried out for different surfaces were created and meshed. Since all the dimensions of
loads. handle bar are measurable (3D), the best element for meshing
Amol h. parihar, et al, (2012) Handle bar vibrations are is the tetra-hedral. Meshing is done by considering quality
studied through mathematical modeling and experimental criteria for 3D mesh i.e. tet collapse.
analysis found to be in line with the numerical study Meshing details are:
Alexandre Callensa, et al, (2012) Fatigue analysis of welded Number of nodes: 4759
aluminium-alloy bicycle frame is done. The objective is to Number of elements: 14266
optimize the design prior to the standard testing by calculating
the fatigue reliability of the bicycle frame
H. A. Khade, et al, (2014) Buckling analysis on handle bar
shows that by increasing the thickness of handle bar decreases
the buckling stresses and total deformation

18
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

Fig 1: Image of Pulsar150 handle bar

Fig:4 Sitting posture

Therefore the weight (force) of the rider will be taken into

account for the static loading,

Fig 2: CAD model of handle bar in CATIAV5

Fig:5 Vertical force on Handle bar

Vertical force on handle bar

VF = W sin ɵ ….……… (1)
Put Value ɵ in Equation (1)
VF = 70 sin(30)
VF = 70 x 0.5
Fig 3: Meshed model of handle bar in Hyper mesh VF = 35 x g
VF = 343.5 N ………… (2)
Boundary condition:
In Static Condition the rider sitting position is such that it Braking force calculation:
makes an angle of 30 degree with the horizontal imaginary Under heavy breaking the front portion of the vehicle
line from the handle bar gripper parallel to the ground as experiences heavy load due to the weight transfer. Directly the
shown in below picture. forces are transferred from the front fork suspension to the
handle bar of the vehicle .Hence the force on the forks from
the wheel is calculated.
Rake angle- Rake can be described as an angle at which the
headstock of the motorcycle is inclined when compared
against a vertical line drawn perpendicular to the ground

19
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

Under breaking the rake angle causes some of the braking 42 % of F

force to be reacted to the front forks. Therefore the spring F = 752.81 x 0.42
compression and dive are increased over that due to weight F = 436.62 N ………………. (5)
transfer alone.
Boundary conditions are the reference points for calculating
the results of analysis.

Fig 7: Boundary conditions applied on handle bar in Hyper

mesh
Fig:6 Braking Load Case
Static Analysis: Meshed and boundary condition applied
model is imported to the solver. Analysis process starts after
Given – applying run in the solver software. Solver deck is prepared
Rake Angle ɵ - 27 ° for carrying static analysis and results are viewed in ANSYS.
Initial velocity (U) – 0 kmph Below are the results for different materials. Static analysis for
Final velocity (V) – 60 kmph (16.6 mps) different material is done to know whether a material has
Time (t) – 5.9 sec stresses within safe limit or no. Once we select the material
Mass (M) – 284 kg modal analysis is carried out to know the frequency range.
Therefore,
F = M x a x Cos ɵ ……………… (3) A. Analysis of handle bar with Mild Steel material:
Now, Table 1: Material properties for Mild Steel
To know acceleration (a), we use the below formula
Property Value
V=U+axt ………………. (4)
Young’s Modulus, E 2.1x105 MPa
Put all value in above Equation
Poisson’s Ratio ,ν 0.3
16.6 = 0 +( a x 5.6)
Density, ρ 7850 kg/m3
a = 2.9 m/s
Put Value Of M, ɵ and a in equation (3) Yield Stress, σyield 290 MPa
F = 284 x 2.9 x Cos (27°) Ultimate Tensile Stress, σuts 390 MPa
F = 752.81 N
The braking force on the front tyre can be split into two
components when fed into the forks, one in line with the
sliders which tends to compress the springs (this force is
approximately 42% of the braking force. at 25 deg. rake), the
second component at right angles to the forks which tries to
bend the fork legs (roughly 91% of the braking force).
Therefore,

20
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

Fig 9: von-mises stress for handle bar (Aluminum)

Fig 8: von-mises stress for handle bar (Mild steel)
C. Analysis of handle bar with Glass Fiber material:
Stress value for handle bar is 151.89 N/mm2 which is well Table 3: Material properties for glass fiber
below the critical value. Hence, design is safe. Deformation Property Value
for handle bar with MS is 4.98 mm. E1 40 GPa
E2 6 GPa
E3 40 GPa
B. Analysis of handle bar with Aluminum material:
Poisson’s Ratio ,ν 0.24
Table 1: Material properties for Aluminum Gxy 15 GPa
Property Value Gyz 2.3 GPa
Young’s Modulus, E 68.9 GPa Gzx 15 GPa
Poisson’s Ratio ,ν 0.33 Density, ρ 2000 kg/m3
Density, ρ 2700 kg/m3
Yield Stress, σyield 214 MPa
Ultimate Tensile Stress, σuts 250 MPa

Stress value for handle bar is 149.93 N/mm2 in figure 9 which

is well below the critical value. Hence, design is safe.
Deformation for handle bar with Al is 14.78 mm.

Fig 10: von-mises stress for handle bar (Glass fiber)

21
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

Stress value for handle bar is 322.85 N/mm2 which is well here the software is synced with FFT and the respective
below the critical value. Hence, design is safe. From fig, graphs are plotted
deformation of handle bar with glass fiber is 15.52 mm.

VI. MODAL ANALYSIS RESULTS:

Solver deck for modal analysis is prepared in hyper mesh. It
involves assigning material properties, applying constrains,
etc. Once the deck is ready, it is exported into .cdb format of
ANSYS for solution and post-processing.
Following are the results for modal analysis done on existing
and composite handle bar.
Fig 12: Actual experimental images of Existing handle bar
Table 4– Frequency of handle bar
2) FFT Analyzer result of Existing handle bar
Frequency of existing Frequency of composite handle
handle bar bar
91.76 Hz 79.84 Hz
92.15 Hz 80.51 Hz
94.04 Hz 83.026 Hz
94.34 Hz 84.32 Hz
458.8 Hz 348.58 Hz
459.49 Hz 349.5 Hz
Fig 13: 1st mode Frequency Vs Amplitude graph
From above graph Frequency is 90Hz
VII. EXPERIMENTAL VALIDATION
1) Experimental Testing Of Existing Handle Bar
Bike handle bar is mounted by using clamps on the bench
to perform the testing. The hammering test is carried out as
stated above.shows in below images.

Fig 14: 2nd mode Frequency Vs Amplitude graph

From above graph Frequency is 94Hz

Fig 11: FFT Analyzer

The FFT analyzer is connected to a sensor which reads the
vibrations on the component. The handle bar is hammered to
give the vibrations by external means. As the vibrations flow
in the handle bar there will be a peak amplitude which is the
natural frequency of the component. Likewise the component
is tested at three different points. Which the sensor is made to Fig 15: 3rd mode Frequency Vs Amplitude graph
read and the readings are recorded in the FFT analyzer. Then From above graph Frequency is 100Hz
the FFT analyzer is connected to data acquisition system and

22
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

3) Experimental Testing Of Composite Handle Bar

Bike handle bar is mounted by using clamps on the bench
to perform the testing. The hammering test is carried out as
stated above.shows in below images. The FFT analyzer is
connected to a sensor which reads the vibrations on the
component. The handle bar is hammered to give the vibrations
by external means. As the vibrations flow in the handle bar
there will be a peak amplitude which is the natural frequency Fig 19: 3rd mode Frequency Vs Amplitude graph
of the component. Likewise the component is tested at three From above graph Frequency is 90Hz.
different points. Which the sensor is made to read and the
readings are recorded in the FFT analyzer. Then the FFT VIII. RESULT
analyzer is connected to data acquisition system and here the
software is synced with FFT and the respective graphs are
1) FEA & Experimental Result Of Existing Handle Bar
plotted.
Table 5– FEA and Experimental result of Existing handle bar

Frequency of Existing Frequency of Experimental

handle bar FEA(Hz) results of existing handle
bar(Hz)

91.76 Hz 91 Hz
Fig 16: Actual experimental images of Composite handle bar

2) FFT Analyzer Result Of Composite Handle Bar 92.16 Hz 94 Hz

94.04 Hz 100 Hz

FEA & experimental result matching nearly.

2) FEA & Experimental Result Of Composite Handle Bar
Table 5– FEA and Experimental result of Existing handle bar

Frequency of Composite Frequency of

st
Fig 17: 1 mode Frequency Vs Amplitude graph handle bar FEA(Hz) Experimental results of
From above graph Frequency is 71Hz.
Composite handle bar(Hz)

79.84 Hz 71 Hz

80.51 Hz 80 Hz

83.026 Hz 90 Hz
Fig 18: 2nd mode Frequency Vs Amplitude graph
From above graph Frequency is 80Hz.
FEA & experimental result matching nearly.

23
 International Journal of Recent Development in Engineering and Technology
Website: www.ijrdet.com (ISSN 2347-6435(Online) Volume 5, Issue 9, September 2016)

 Natural frequency of both conventional and composite health of a two wheeler rider, IJRET: International
handle bar are extracted. Journal of Research in Engineering and Technology
 Results of FEA and experimentation are compared and EISSN: 2319-1163 PISSN: 2321-7308
validated, which shows acceptable deviations. [6] Patil Pruthviraj Devidas , Prof. P. N. Ulhe,(2013)
Stress analysis for Handle-Bar Housing at the
Accelerator of two Wheeler
IX. CONCLUSIONS [7] Amol h. Parihar, Pravin P.Huzare, Swapnil s.
kulkarni, (2012)determination of natural frequencies
 CAD model of Bike handle bar is modeled by using design of an handle bar using finite element methods to
calculations. enhance the strength, international journal of
 FEA analysis is carried out for the forces calculated. scientific research and management studies ISSN
 The material of the handle bar is changed to aluminium 23493771 volume 1 issue 11, pg: 346-351
and outer coating is of glass fiber and the model is [8] Alexandre Callensa, André Bignonnet, (2012)Fatigue
analyzed for design safety. design of welded bicycle frames using a multiaxial
 Natural frequency of both conventional and composite criterion, 9th Conference of the International Sports
handle bar are extracted. Engineering Association (ISEA) Procedia
 The results were interpreted and compared study is made. Engineering 34 640 – 645.
 Fabrication of the composite material bike handle bar is [9] H. A. Khade and P. A. Narwade, (2014)Structural
done and is tested using FFT analyzer. Analysis of Two Wheeler Handlebar, International
 Results of FEA and experimentation are compared and Journal of Advanced Science and Technology Vol.68
validated, which shows acceptable deviations. , pp.65-76
 Hence the objective is achieved.
AUTHOR PROFILE

Mr. Atul P. Gund. Research Scholar,

X. REFERENCES Department of mechanical Engineerig, G. S.
Moze College of Engineering, Pune. Born
1990, Maharashtra, India. Completed his
[1] S. V. Jaswandkar, P.N.Deshmukh, Prof. P.S.Desle Bachelor of Mechanical Engineering from S.
,Swapnil S Kulkarni, (2014)Design Enhancement Of P. Pune University in 2013. He is working as
The Handle Bar Assembly Of An Automobile Using Design Engineer in Hi-Tech Engineering
Fea, International Journal of Advanced Engineering Corp. Ind. Pvt. Ltd. His field of interest is
Research and Studies E-ISSN2249–8974 Boiler Design/ Engineering. Currently pursuing his Masters in
[2] Harale Shivraj. N, Gyanendra Roy,(2012) Design Engineering.
Vibration Analysis of 2 Wheeler Handle-Bar
Assembly, HTC 2012. Dr. F. B. Sayyad Professor Mechanical
[3] Rajratna M. Kharat, Dr. K. K. Dhande, (2015)Impact Engineering. G. S. Moze College of
of Vibration on Health of Automobile Rider- A Engineering, Pune. Born in 1978,
Maharashtra India. He received Bachelor of
Review, International Journal for Scientific Research
Engineering in Mechanical branch from
& Development| Vol. 3, Issue 04, 2015 | ISSN Shivaji University in 2000.
(online): 2321-0613 He has completed his ME from Shivaji
[4] Harshada G. Deshmukh, S. G. Dambhare, M. R. University in 2002. Further he completed his PhD. from Singhaniya
Phate, (2014) Review And Suggested Generalized University. He is working as Professor in Mechanical Engineering
Approach To Analyze The Impact Of Vibration On Dept. of GS Moze College of Engineering Balewadi Pune. His work
Two Wheeler Rider, International Journal of Science, of interest is Mechanical Vibration. He has 14 years of teaching
Engineering and Technology Research (IJSETR), experience. He is the author of 8 national and 20 international papers.
Volume 3, Issue 5, May 2014 He is also known author of 2 reference books and 20 text books in
mechanical engineering.
[5] Jaimon Dennis Quadros, Suhas, Vaishak N.L,
Shilpa.B, (2013)study of vibration and it s effects on

24