[Agrawal, 2(12): December, 2013] ISSN: 2277-9655
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IJESRT
INTERNATIONAL JOURNAL OF ENGINEERING SCIENCES & RESEARCH
TECHNOLOGY
TECHNOLOGY
Finite Element Analysis of Truck Chassis
Monika S. Agrawal*1, Md. Razik2
*1
Pursuing M.E. Mechanical Engineering, Department, Babasaheb Naik college of Engineering, Pusad,
India
2
Assistant Professor, Mechanical Engineering, Department, Babasaheb Naik college of Engineering,
Pusad, India
[email protected]
Abstract
Automotive chassis is an important part of an automobile. The chassis serves as a frame work for
supporting the body and different parts of the automobile. Also, it should be rigid enough to withstand the shock,
twist, vibration and other stresses. Along with strength, an important consideration in chassis design is to have
adequate bending stiffness for better handling characteristics. So, maximum stress, maximum equilateral stress and
deflection are important criteria for the design of the chassis.
This project is the work performed towards the optimization of the automotive chassis with constraints of
maximum shear stress, equivalent stress and deflection of chassis under maximum load. A sensitivity analysis is
carried out for weight reduction. So a proper finite element model of the TATA 1612 chassis is to be developed by
using actual parameter, the chassis is modeled in CATIA v5.
FEA is done on the modeled chassis using the ANSYS Workbench12,the FEA is carryout for static, dynamic and
shape optimization.
Result obtained after the analytical approach for the chassis beam in terms of it stress development is
approximately closer to the FEA values. By reducing the height of the cross-member of chassis is found to be
reduced by 8.72%
Keywords: Data storage, solitude preservative.
Introduction
Chassis is one of the important parts that used in performance, lower weight in order to satisfy fuel
automotive industry This structure was the bigger economy requirements, and longer life of components,
component in the any automobile vehicle, the vehicle all this at a reasonable cost and in a short period of time
shape dependent to this chassis. Also known as the also give new safety requirements. for further
“backbone” of the vehicle, because all the major modification analysis of this chassis is very necessary it
component of a vehicle are place on it. The main may be Modal Analysis, Finite Element Torsion and
function of the chassis is not only support the Bending Analysis. Besides that, the correlation and
components and payload mounted upon it including modal updating technique also important in order to
engine, body, passengers and luggage, but also to create a good model for further analysis. From the global
maintain the desired relationship between the suspension torsion analysis, it has been found that the torsion load is
and steering mechanism mounting points. The greater the more severe than bending load. In order to overcome this
energy absorbed by the chassis on impact the lower the problem, a cross bar and material selection are very
energy levels transmitted to a vehicles occupants and important to consider during design stage.
surroundings, lowering the chances of injury. the chassis
is subjected to stress, bending moment and vibrations Truck Definition and Classification
due to road roughness, weather and components that Generally, truck is any of various heavy motor
mounted on it, When the truck travels along the road, vehicles designed for carrying or pulling loads. Other
Stress that acting on chassis is varies with the definition of the truck is an automotive vehicle suitable
displacement and each part on the car chassis. The major for hauling. Some other definition are varied depending
challenge in today’s ground vehicle industry is to on the type of truck, such as Dump Truck is a truck
overcome the increasing demands for higher whose contents can be emptied without handling; the
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[Agrawal, 2(12): December, 2013] ISSN: 2277-9655
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front end of the platform can be pneumatically raised so
that the load is discharged by gravity. There are two
classifications most applicable to Recreational Vehicle
tow trucks.
• Light Duty Truck
• Medium Duty Truck
• Heavy Duty Truck
Figure : Torsion Load Case.
Theory Of Load Cases
A chassis is subjected to three load cases: Technical Specifications
bending, torsion and dynamic loads. For the analysis of the chassis used truck model
Bending Load Case: of TATA 1612 It gives the Constant research and
The bending (vertical symmetrical) load case development and unrelenting efforts to meet the
occurs when both wheels on one axle of the vehicle customers need has created this marvel. More power,
encounter a symmetrical bump simultaneously. The more torque, more reliability and of course more
suspension on this axle is displaced, and the compression productivity. There is a choice of body size, type as well
of the springs causes an upward force on the suspension as wheel base for different application.
mounting points .This applies a bending moment to the Data for the vehicle :
chassis about a lateral axis. • Suspension type : Parabolic spring at front
and semi elliptical leaf spring at rear.
Option 2:semi elliptical spring at front and
rear..
• Number of gears : 6 forward , 1 reverse
gears
. • Maximum engine output: 135 Kw181
Figure: Bending Load Case. Hp@2500 rpm.
• Maximum engine Torque: 685 Nm @ 1400
In this type of bending load different cases is rpm
carried out to understand the behavior of the chassis Performance Of Vehicle:
under different frequency. Seven mode shapes are found • Gross Vehicle Weight (GVW): 25000kg.
out for each bending case of chassis. The long frame of
• Gross Combined Weight (GVW + Payload):
chassis can be divided into three parts. Individual
26200kg.
pressure is act along each part of the chassis. When a
• Maximum Gear speed: 78 km/hr.
road wheel comes across a bump or pit on the road, it is
subjected to vertical force, tensile or compressive, • Frame: Ladder type heavy duty frame,Depth-
depending up on the nature of road irregularity. These 285mm,width-65mm,frame width-
are absorbed by the elastic, compression, shear, bending 903mm.
or twisting of the spring .The mode of a spring resistance • Weights (kg):
depends upon the type of material of spring used. In this
bending case both the wheel get simultaneously over a
bump. The truck chassis was fixed at the rear end
structure. The load was applied at the front end structure
and the applied load was 9807N.
Torsion Load Case: Loading And Boundary Conditions For Static And
The torsion (vertical asymmetric) load case Dynamic Analysis:
occurs when one wheel on an axle strikes a bump. This For this model, the maximum loaded weight of
load is causing the chassis in torsion as well as bending. truck plus cargo is 25,000 kg. The load is assumed as a
It has been found both in theory and in practice that uniform pressure obtained from the maximum loaded
torsion is a more severe load case than bending. weight divided by the total contact area between cargo
and upper surface of chassis. In the analysis, the situation
considered is the standstill condition of the vehicle on a
level road loaded to the maximum payload. The other
loads considered include weight of the engine, weight of
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[Agrawal, 2(12): December, 2013] ISSN: 2277-9655
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two persons in the cabin. Detail loading of model is Low-carbon steel contains approximately 0.05–0.3%
shown in below Figure. carbon making it malleable and ductile. Mild steel has a
Total weight of chassis=25,000 kg. relatively low tensile strength, but it is cheap and
Weight of Engine=600 kg. malleable; surface hardness can be increased
Weight of Cabin=400 kg. through carburizing. It is often used when large
Weight of persons= 200 kg. quantities of steel are needed,
Total weight acting on frame= (25000+600+400+200)
kg. Young’s Yield Densit
=26200 kg. Tensile Modulus(G Strengt Poisson y
= 257022 N Strength pa) h ’s Ratio (Kg/m
Total weight acting on one side of chassis =257022/2 (Mpa) 3
(Mpa) )
=128511 N
The magnitude of pressure on the upper side of chassis is 620 207x109 550 0.3 7800
determined by dividing it into 3 parts.
For part 1, the magnitude of pressure on the
upper side of chassis, P1
P1=F/A=128511/65*10-6*6670 Stress Analysis of chassis Using ANSYS Without
=290321.9248 N/m2 Load
Similarly, Loading And Boundary Conditions:
For part 2, the magnitude of pressure on the The truck chassis model is loaded by static
upper side of chassis, P2 forces from the truck body and cargo. The load is
P2=1200*9.81/65*10-6*1400 assumed as a uniform pressure obtained from the
=129362.6374 N/m2 maximum loaded weight divided by the total contact area
between cargo and upper surface of chassis. In this, rear
For part 3, the magnitude of pressure on the upper side and front end of the chassis are kept fixed. As chassis is
of chassis, P3 divided into 3 parts, pressure is applied on all these parts
P3=1200*9.81/65*10-6*740 at each side. The pressure applied on first part is
=244740.1247 N/m2. 290321.9248 N/m2 ,pressure applied on the second and
Solid Modeling of Truck chassis : the pressure applied part is 129362.6374 N/m2 and the
For the solid modeling of truck chassis CATIA software pressure applied on third part is 244740.1247 N/m2
are used .Figure given below shows the magnitude of pressures
applied on the frame at different positions.
fig: Solid Modeling of Truck chassis
Analysis of Chassis
Material used
Before the Structural Analysis, it must have Figure : Loading and Boundary Condition of Static
material assigned to it. Each material in ANSYS has Analysis Truck Chassis.
mechanical properties for computing the analysis for
different materials. These properties are Young’s Total Deformation:
Modulus, Poisson Ratio, for the analysis of chassis used Total deformation is nothing but the, “Total
Mild steel. Mild steel, also called plain-carbon steel, is amount of change in length of chassis due to applied
the most common form of steel because its price is pressure.” Figure given below shows the total
relatively low while it provides material properties that deformation produced in the chassis. From figure it is
are acceptable for many applications, more so than iron. seen that maximum total deformation will be at middle
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[Agrawal, 2(12): December, 2013] ISSN: 2277-9655
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portion of the frame and its value will be 0.0.38208 m.
Deformation will be minimum i.e. zero at the two fixed
supports
Figure: Loading and Boundary Condition of Static Analysis
Truck Chassis.
Total Deformation:
Total deformation is nothing but the, “Total
Figure : Total Deformation of Static Analysis Truck amount of change in length of chassis due to applied
Chassis. pressure.” Figure given below shows the total
deformation produced in the chassis. From figure it is
Directional Deformation: seen that maximum total deformation will be at middle
Directional deformation is the deformation portion of the frame and its value will be 0.39193 m.
produced in a particular direction. Figure given below Deformation will be minimum i.e. zero at the two fixed
shows the directional deformation produced in the supports.
chassis. From figure it is seen that the maximum value of
directional deformation is found to be 0.013308 m. And
the minimum value is 0.012883 m.
Figure : Total Deformation of Static Analysis Truck
Chassis.
Modal Analysis Of Static Bending With Chassis
Figure : Directional Deformation of Static Analysis Truck Load
Chassis. Loading And Boundary Condition
In static bending with chassis load both rear and
Static Analysis with Load front ends are kept fixed and different loading and
Loading And Boundary Conditions boundary conditions are applied as shown in the figure
In static bending with chassis load both rear and given below. For bending it is assumed that the forces
front ends are kept fixed and different loading and are acting at both side of the chassis in upward direction .
boundary conditions are applied as shown in the figure It is also considered that the chassis load is also acting. In
given below. For bending it is assumed that the forces figure H and I denote the forces which are acting in
are acting at both side of the chassis in upward direction . upward direction whereas remaining are the chassis load
It is also considered that the chassis load is also acting. In acting in the downward direction. A and J denotes the
figure H and I denote the forces which are acting in fixed support. Then the analysis is made to find out
upward direction whereas remaining are the chassis load different mode shapes and natural frequencies.
acting in the downward direction. A and J denotes the
fixed support.
Fig: Loading & Boundary Condition
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Eight natural frequencies were calculated for the
mode analysis and are tabulated in Table no. below. It is
observed that frequencies were varying from 20 Hz to 50
Hz.
Table: Mode shapes, Frequencies and displacement for
Static Bending with Chassis Load Truck Chassis
Sr Mode
Frequency Displacement
No. no.
Figure: First Mode Shape
1 1 16.894 Twisting about X-axis
2 2 25.537 Bending about Y-axis
Deformation about X-axis
3 3 27.427
and Bending about Y-axis
Twisting about X-axis
4 4 28.746
&Bending about Y-axis
5 5 33.971 Twisting about X-axis
Deformation about X-axis
6 6 34.316
and Bending about Y-axis
Deformation about X-axis
7 7 36.564
and Y-axis
8 8 46.316 Deformation about X-axis
Different mode shapes and their displacement natures are
find out at these frequencies.
Graph:Frequencies at different modes for Static Bending
With Chassis Load Truck Chassis
Mode Shapes Of Static Bending With Chassis Load:
Figure shows the first mode shape of the truck
chassis at 16.894 Hz. The chassis experienced first
twisting mode about x-axis (longitudinal) and fall under
global vibration as the whole chassis follow to vibrate.
The maximum value of deformation at this frequency is
found to be 0.13468m while minimum deformation is
0.0012326m. The maximum chances of failure of the
chassis are at the top portion of the front end as it is
subjected to maximum deformation. While minimum Figure: Second Mode shape
Figure: Third Mode Shape
deformation is nearly at the central position of the
chassis.
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Figure: Fourth Mode shape Figure: Sixth Mode shape
Figure: Fifth Mode Shape Figure: Seventh Mode Shape
Figure: Eighth Mode shape
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Shape Optimisation Of Chassis [2] STATICS AND DYNAMICS STRUCTURAL
Optimization of design has been achieved There ANALYSIS OF A 4.5 TON TRUCK
has been considerable decrease in weight of chassis CHASSIS, Teo Han Fui, Roslan Abd.
Optimization has been achieved by reducing the Rahman*, Journal Mekanikal, December 2007,
thickness of chassis C-section wherever less load is No. 24, 56 – 67
acting and where there are less deformations. following [3] Stress analysis of a truck chassis with riveted
table shows the change in the mass of the chassis model joints, Cicek Karaoglu, N. Sefa Kuralay, Journal
and it is reduced from 401.55 kg to 366.76 kg. of Finite Elements in Analysis and Design 38
Table: results after optimization. (2002), Elsevier Science, page no- 1115–1130.
[4] Karaoglu, C. and Kuralay, N.S., 2000. Stress
Results
Analysis of a Truck Chassis with Riveted Joints,
Original Mass 401.55 kg Elsevier Science Publishers B.V. Amsterdam,
the Netherlands, Vol. 38, 1115-1130.
[5] Conle, F.A. and Chu, C.C., 1997. Fatigue
Marginal Mass 1.3766 kg Analysis and the Local Stress-strain Approach
in Complex Vehicular Structures, International
Optimized Mass 366.76 kg Journal of Fatigue.
[6] Filho, R.R.P., Rezende, J.C.C., Leal, M. de F.,
Borges, J.A.F., 2003. Automotive Frame
Optimization, 12th International Mobility
[7] In July 2011 Kutay YILMAZÇOBAN*, Yaşar
KAHRAMAN, Sakarya University, Mech. Eng.
Dept., 54187 Serdivan-Sakarya, Turkey
[8] Teo Han Fui, Roslan Abd. Rahman, Faculty of
Mechanical Engineering, University Teknologi
Malaysia, December 2007, STATICS AND
DYNAMICS STRUCTURAL ANALYSIS of a
4.5 TON TRUCK CHASSIS,
Fig: shape optimization. [9] O Kurdi, R Abd- Rahman, M N Tamin, Faculty
of Mechanical Engineering University
Conclusion Teknologi Malaysia 81310 UTM Skudai, Johor,
The maximum shear stress, maximum STRESS ANALYSIS OF HEAVY DUTY
equivalent stress and displacement are reduced and yield TRUCK CHASSIS USING FINITE ELEMENT
strength of chassis material is so large and if we METHOD
consider results and yield strength , It is clear that design [10] JUNE 2012 Haval Kamal Asker1, Thaker Salih
is safe. From the above result it is clear that the weight is Dawood1 and Arkan Fawzi STRESS
also reduced by 8.49 % of the chassis frame. The paper ANALYSIS OF STANDARD TRUCK
has looked into the determination of the dynamic CHASSIS DURING RAMPING ON BLOCK
characteristic the natural frequencies and the mode USING FINITE ELEMENT METHOD
shapes of the truck chassis, The eight natural frequencies
of the truck chassis are below 100 Hz and vary from 13
to 50 Hz. Generally most truck chassis frequencies are
below 50 Hz so design is safe. So it is concluded that by
using FEM software we can optimize the weight of the
chassis frame and it is possible to analyze modified
chassis frame before manufacturing
References
[1] STRESS ANALYSIS OF HEAVY DUTY
TRUCK CHASSIS AS A PRELIMINARY
DATA USING FEM, Roslan Abd Rahman,
Mohd Nasir Tamin , Journal Mekanikal,
December 2008, No.26, 76 – 85.
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