Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in
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Abstract: Chassis is an important part of an automobile. The overall weight of the truck of different parts like front cabin, gear box and frame etc. has to serve by the chassis. Chassis should be rigid to withstand shocks, propeller shaft and dynamic loads etc. The strength of the chassis is an important factor for an automotive industry so that it can withstand higher loads. In this thesis the chassis model of Eicher E2 11.10 is used to study the structural and dynamic behavior with different materials and cross-sections. Two different materials are used for chassis are grey cast iron and steel. The current study analyses the structural behavior of the body for the actual loads and the varying loads and also the study involves the estimation of natural frequency of the chassis to optimize the design in order to avoid resonance.
The 3D model will be generated by Catia V5, the
FE model will be generated by HyperMesh and the static and dynamic analysis will be conducted by
Abaqus.
1.
INTRODUCTION
The primary stand up to in today's property substantial vehicle creation is toward beat the developing trouble proposed for most prominent presentation, light mass, and better time of gear, all aspects of this at a useful asking cost and in a little traverse of time. The edge of trucks is the ethical fiber of profound vehicle and incorporate the principle overwhelming truck assets frameworks, for example, the axles, delay, impact train, taxi and promo. Since the truck skeleton is a most critical part in the vehicle framework, it is frequently identified for refinement. There are numerous modern zones utilizing this car for their transportations, for example, the logistics, agribusinesses, production line and another industry.
2.
LITERATURE REVIEW
[1] Establish the anxiety examination of a real little loader structure having I-bars plan apparatus of 35 ton trailer. He utilizes CATIA
V5R18 for displaying. Examination results demonstrate that the area of most prominent avoidance and greatest anxiety concurs with scholarly greatest area of easy pillar under uniform stacking circulation. This demonstrates there is irregularity between the hypothetical (2-D) and numerical (3-D FEA) results. The outcomes demonstrate the numerical investigation uncovered that the area of most diversion and greatest anxiety concurs well with hypothetical most extreme area of straightforward shaft stacked by uniform quality.
[2] distinction in cross and longitudinal individuals in there cross sectional territories and Changing the area of cross individuals from most imperative casings of body, considering alterable cross sectional ranges of bad tempered and longitudinal individuals. It was found that, most extreme anxiety current in existing suspension was 75 MPa and weight of undercarriage was 751.82 kg. Case 4 prompts decrease in weight of approx. Many scientists do consider on truck trailer undercarriage and parts. [3] Investigated the modeling and analysis of container chassis using FEM to improve load carrying capacity and plunging the failure of chassis with bending by adding stiffeners. The rectangular stiffeners to be placed in between the cross members and fastened to chassis by wealth of bolts.The analysis outcome of Ansys-14 shows that there is decrease in von misses stress in chassis with stiffener up to the extent of 37.11% compared to without stiffener while stress force condensed up to 36.23% and deflection reduced by 36.16%. [4]
Have planned the overwhelming vehicle body and broke down with the assistance of ANSYS-15.0.
The measurement of the TATA LPS 2515 EX case is utilized for the basic investigation of the substantial vehicle skeleton with three different combinations subjected to the same circumstance
Imperial Journal of Interdisciplinary Research (IJIR) Page 874

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in of the steel frame. The three material old for the body are dark solid metal, AISI 4130 compound steel and ASTM A710 STEEL GRADE A (CLASS
III). A 3 dimensional strong Model was inherent the CATIA V5 parametric. The outcome demonstrates that AISI 4130 steel composite shows great execution and lighter than the majority of the other metal amalgams with gave that quality also.
Investigation of differing cross areas demonstrates that the case waterway segment is best in power with less misshaping, yet weight of skeleton is high contrasted with different cross segments while Csegment body is suitable for overwhelming trucks.
In the most noteworthy estimation of von misses stretch yet a short time later it begins developing
3.
RESULTS AND DISCUSSIONS
3.1 DESIGN AND ANALYSIS OF EXISTING
CHASSIS OF EICHER E2:
CALCULATION FOR CHASSIS FRAME
3.2 CAD MODEL OF EXISTING CHASSIS
FRAME
Fig: 1 CAD Model of Existing Chassis
Fig: 2 FE Model of Existing Chassis
Table 4.1 Material Properties For Steel 35:
YOUNGS MODULUS 210 GPa
POISSONS RATIO
DENSITY
0.31
7.845 e
-3
g/mm
3
YIELD STRESS 410 MPa
4.4 LINEAR STATIC ANALYSIS FOR
STEEL:
RESULTS OF LINEAR STATIC ANALYSIS OF
EXISTING DESIGN:
VON-MISES STRESS:
DEFORMATION PLOT:
Cross Section of Frame: ‘C’ Section (210×76×6) mm
Overall Length: 7090mm
Wheel Base: 3800mm
Front Overhang: 1090mm
Rear Overhang: 2200mm
Capacity of Truck= 8 tons= 8000 kg = 78480N
Capacity of Truck with 1.25% = 98100N
Weight of the Body and Engine = 2 tons = 2000 kg
= 19620N
Total Load Acting on Chassis = Capacity of
Chassis + Weight of Body and Engine
= 98100 + 19620
= 117720 N
Fig: 4.9 Deformation Plot
Maximum Stress = 120.4 MPa
Maximum Deformation = 3.023 mm
4.5 MODAL ANALYSIS OF EXISTING
DESIGN FOR Steel 35:
BOUNDARY CONDITIONS:
Below are the Boundary Conditions are used for the Modal Analysis.
•
In case of Modal Analysis, no Loads or
Forces will be applied.
•
Component Natural Frequency is verified between 0 Hz to 1000 Hz
DEFORMATION PLOTS FOR DIFFERENT
NATURAL FREQUENCIES:
Fig: 4.1 2D drawing of existing Chassis
Fig: 4.2 Frame Cross Section
Imperial Journal of Interdisciplinary Research (IJIR) Page 875

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in
Table: 4.2 Frequency Modes of Existing Design
MODES FREQUEINCES
MODE 1
MODE 2
MODE 3
419.99
429.45
455.05
MODE 4
MODE 5
467.83
562.01
Table 4.3 Material properties for Cast iron:
YOUNGS MODULUS 110 GPa
POISSONS RATIO
DENSITY
YIELD STRESS
0.26
7.2 e
-3
g/mm
3
280 MPa
4.7 LINEAR STATIC ANALYSIS FOR CAST
IRON:
RESULTS OF LINEAR STATIC ANALYSIS OF
EXISTING DESIGN:
VON-MISESSTRESS:
DEFORMATION PLOT:
Table: 4.4 Frequency Modes of Existing Design
Table:
MODES
MODE 1
MODE 2
MODE 3
MODE 4
FREQUEINCES (Hz)
417.49
424.45
449.28
461.90
4.5 Results of Von-Mises Stresses and Max
Deformation of Existing Design
YOUNGS MODULUS
POISSONS RATIO
DENSITY
YIELD STRESS
210 GPa
0.31
7.845 e
-3
g/mm
3
410 MPa
4.9 ANALYSIS OF I-SECTION FRAME
AND CAD MODEL OF EXISTING CHASSIS
FRAME
Fig: 4.18 Deformation Plot
Maximum Stress = 127.7 MP
Maximum Deformation = 5.803 mm
4.8 MODAL ANALYSIS OF EXISTING
DESIGN FOR CAST IRON:
Imperial Journal of Interdisciplinary Research (IJIR)
Fig: 4.25 I-Section
Fig: 4.26 CAD Model of Existing Chassis
Page 876

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in
4.9.1 Finite Element Model of Existing Design
Table 4.6 Material properties for Steel 35:
4.14 CAST IRON WITH I-SECTION
4.15 RESULTS OF I-SECTION FRAME WITH
CAST IRON
DEFORMATION PLOT:
Fig: 4.27 FE Model of Existing Chassis Fig: 4.40 Von-Mises Stress Plot
Fig: 4.42 Deformation Plot
4.11 RESULTS OF LINEAR STATIC
ANALYSIS FOR I-SECTION WITH STEEL:
DEFORMATION PLOT:
Maximum Stress = 119.7 MPa
Maximum Deformation = 5.133 mm
4.16 MODAL ANALYSIS OF EXISTING
DESIGN FOR CAST IRON:
Deformation plots for different Natural
Frequencies:
Fig: 4.32 Deformation Plot
Maximum Stress = 115.4 MPa
Maximum Deformation = 2.667 mm
4.12 MODAL ANALYSIS OF EXISTING
DESIGN FOR Steel 35:
Table: 4.9 Frequency Modes of Existing Design
Table: 4.10 Results of C-Section and I-Section
MODES
MODE - 1
MODE - 2
MODE - 3
MODE - 4
MODE - 5
FREQUEINCES (Hz)
350.70
369.26
380.54
427.79
436.88
Table: 4.7 Frequency Modes of I-Section Frame
Design
MODES
MODE 1
MODE 2
MODE 3
MODE 4
MODE 5
FREQUEINCES
465
491
593
564
581
Imperial Journal of Interdisciplinary Research (IJIR)
4.17ANALYSIS OF RECTANGULAR BOX
SECTION FRAME
Section Material Von-Mises
Stress
(MPa)
C-
Section
I-
Section
Steel
Cast Iron
Steel
Cast Iron
120.4
127.7
115.4
119.7
Maximum
Deformation
(mm)
3.023
5.803
2.667
5.133
Page 877

Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in
4.18 LINEAR STATIC ANALYSIS FOR
STEEL:
Table: 4.12 Frequency Modes of BOX-Section
Frame Design
MODES
MODE 1
MODE 2
MODE 3
MODE 4
MODE 5
FREQUENCES
392
411
448
520
541
Fig: 4.50 CAD Model of Existing Chassis
RESULTS OF LINEAR STATIC ANALYSIS
OF RECTANGULAR BOX SECTION FRAME
WITHCAST IRON
RESULTS OF LINEAR STATIC ANALYSIS
OF EXISTING DESIGN:
VON-MISES STRESS:
DEFORMATION PLOT:
VON-MISES STRESS:
DEFORMATION PLOT:
Fig: 4.55 Deformation Plot
Maximum Stress = 91.5MPa
Maximum Deformation = 1.89 mm
4.19 MODAL ANALYSIS OF EXISTING
DESIGN FOR STEEL 35:
4.20 DEFORMATION PLOTS FOR
DIFFERENT NATURAL FREQUENCIES:
Fig: 4.65 Deformation Plot
Maximum Stress = 94MPa
Maximum Deformation = 3.64 mm
4.21 MODAL ANALYSIS OF EXISTING
DESIGN FOR CAST IRON
Imperial Journal of Interdisciplinary Research (IJIR)
Table: 4.14 Frequency Modes of Existing Design
MODES
MODE - 1
MODE - 2
MODE - 3
MODE - 4
MODE - 5
FREQUEINCES (Hz)
210
310
335
394
413
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Imperial Journal of Interdisciplinary Research (IJIR)
Vol-2, Issue-9, 2016
ISSN: 2454-1362, http://www.onlinejournal.in
Table: 4.15 Results of C-section I-Section and
Rectangular box section
Section Material
Von-
Mises
Stress
(MPa)
Max
Deformation
(mm)
C-Section Steel 35 120.4
3.023
Cast Iron 127.7
5.803
I-Section Steel 35 115.4
2.667
Cast Iron 119.7
5.133
Rectangular
Box
Section
Steel 35 91.5
1.89
Cast Iron 94 3.64
CONCLUSION
From the above FEA analysis of chassis frame following conclusions are made.
•
The stresses and deformation are more in both cast iron and steel-35 with c section frame.
•
The stress and deformation are reduced to
15% with I section frame of both the steel
35 and cast iron. Compare to existing design with c section.
•
The stresses and deformation are reduced to 25% with long rectangular box section frame and I section mid frame for both steel 35 and cast iron compare to existing chassis.
•
Finally it can be concluded that the chassis with long rectangular box sectional frame and I-sectional mid frame of steel 35 can be replaced with c section.
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Kurdi ―Stress analysis of heavy duty truck chassis as a preliminary data for its fatigue life prediction using FEM
‖
Jurnal Mekanikal December 2008,
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[2] Cicek Karaoglu, N. Sefa Kuralay ―Stress analysis of a truck chassis with riveted joints
‖
Elsevier Science B.V Finite Elements in Analysis and Design 38 (2002) 1115–1130.
[3] Mohd Azizi Muhammad Nora,, Helmi Rashida,
Wan Mohd Faizul Wan Mahyuddin
―Stress
Analysis of a Low Loader Chassis
‖
Elsevier Ltd.
Sci Verse Science Direct Procedia Engineering 41 (
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[4] N.K.Ingole, D.V. Bhope ―Stress analysis of tractor trailer chassis for self-weight reduction
‖
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[9] Sandip Godse and D.A.Patel, “Static Load
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Imperial Journal of Interdisciplinary Research (IJIR) Page 879