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Wall-ironing is a metal forming process to reduce the wall thickness and increase the cup length. Ironing is a bulk forming process where the deformation force (tensile force) must be absorbed by the cup wall which is deformed. In the ironing process, the thickness reduction ratio or TRR is an important factor. If TRR is low to achieve the desired thickness, the process should be carried out several times. The greater the TRR, the more increased tensile force resulting in a larger stress. If the stress in the formed cup wall exceeds the tensile strength of the cup material, the base is torn off. This stress must be between the yield and the ultimate stress of the material. The die angle also affects the ironing force. This research is using CATIA software in order to get the die angle, TRR, and ironing force relationship.In this study, the products used are deep-drawn aluminum cup 37 mm of outer-diameter, 32 mm inner-diameter, 20 mm height, and 2.5 mm wall thickness. Outer wall thickness is reduced with varying TRR of 30%, 20% and 10%. Reducing process is done through ironing force on punch (punch force) inside the cup, whereas outer wall of cup is reduced through die ring with various die angle 5°, 10°, 15°, 20°, 25°, and 30°. By using CATIA modeling and stress analysis simulation, we can obtain stress (Von Misses stress) that occur on cup wall.The results of varying ironing force modeling simulation with 30%, 20%, 10% of TRR and 5°, 10°, 15°, 20°, 25°, 30° of die angle, can be obtained the occuring Von Misses stress. Based on this stress, the most optimal condition can be selected i.e. 30° of die angle for 30% of TRR, 15° of die angle for 20% of TRR, and 10° of die angle for 10% of TRR. Furthermore, this method can be used to analyze the research related to the press tool design on metal forming, especially the ironing with different methods.

The increase of collision cases experienced by two-wheeled vehicle occurs due to its unstable characteristic. In this study, double-gyroscope stabilization as a vehicle balancer system is going to be discussed. Double-gyroscope with a double flywheel direction of rotation on different directions will add greater precession torque compared with the single-gyroscope. The gyroscopic phenomenon with a double-gyroscope will show the effect of the rotation of the flywheel used. The goal of this system is to restore the tilting vehicle due to a collision to its original position of the vertical axis. The first step of this reasearch is formulation of dynamic equation of motion of two-wheeled motorcycle with two gyroscopes. The next step is to create a block diagram of the equation of motion that has been previously formulated in Simulink Matlab Software. The last step is 3D modeling of a two-wheeled motocycle using Autodesk Inventor Software. The vehicle tilt angle is used as input parameter (θ) at 0°, 1°, 2°, 3°, 4°, 5°. The result obtained from Simlink Matlab is 5600 rpm until 7544 rpmof flywheel rotation to stabilize tilt angle 0°-5° and from Autodesk Inventor result is 5700 rpm until 7700 rpm of flywheel rotation with the same tilt angle. The difference occurred due to the theoretical test, only described the state of mass component center in 2D only, while in the simulation, the system is described in 3D and has an additional component that can illustrate the angle of vehicle oscillation.

The quarter-car model has been proven for its simplicity and effectiveness for analyses of vehicle suspension dynamics. The quarter-car model also often used to design the semi-active and active suspension controller. However, the conflicting dynamics performance of the vehicle suspension studied without considering the effects of suspension kinematics. This article presents the study on the linkage geometry influences on the actively controller double-wishbone suspension ride comfort performance. First, the equivalent stiffness and damping are derived and used to design the controller. Then, the dynamic responses of actively controlled double-wishbone suspension model was evaluated under harmonic and bump excitation for several linkage geometry cases. The result shows that geometry variation has significant effects of the passive suspension case and less significant for the active suspension case.