JOURNAL OF INFORMATION, KNOWLEDGE AND RESEARCH IN

MECHANICAL ENGINEERING
STRUCTURAL ANALYSIS OF A CHASSIS OF EICHER
11.10 USING PRO-MECHANICA
1
MUKESHKUMAR R. GALOLIA,
2
PROF. J. M. PATEL
1
Lectue, De!"t#e$t O% Mec&"$'c"( E$)'$ee'$), G*+e$#e$t P*(,tec&$'c,
Ju$")"-&, Gu.""t
/
A00'0t"$t P*%e00*, De!"t#e$t O% Mec&"$'c"( E$)'$ee'$), L1 D1 E$)'$ee'$)
C*((e)e, A&#e-"2"-
mukeshgalola!"ahoo.#om
A$STRA%T & Automotive chassis is an important part of an automobile. The chassis serves as an frame work
for supporting the body and different parts of the automobile. Also, it should be rigid enough to withstand the
shock, twist, vibration and other stresses. Along with strength, an important consideration in chassis design is to
have adequate bending and torsional stiffness for better handling characteristics. So, strength and stiffness are
two important criteria for the design of the chassis. This report is the work performed towards the optimization
of the automotive chassis with constraints of stiffness, strength and natural frequency. The design improvement
study performed resulted in a maximum torsional stiffness of !!"#m$deg, an increase of %&&' over the
baseline model. A maximum increase in efficiency of ("' to (%g$#m$deg for a mass of )!".%*g accompanied
this increase in torsional stiffness. +ollowing optimization of the model to gain minimum mass for a stiffness of
,,,#m$deg a torsional stiffness of ,%,#m$deg was realised for a mass of )(&*g, giving an increase in
efficiency of %((' over the baseline model to (,.--g$#m$deg.
11 INTRODUCTION
Automobile chassis usually refers to the lower body
of the vehicle including the tires, engine, frame,
driveline and suspension. Out of these, the frame
provides necessary support to the vehicle components
placed on it. Also the frame should be strong enough
to withstand shock, twist, vibrations and other
stresses. The chassis frame consists of side members
attached with a series of cross members.
Along with the strength an important consideration in
the chassis design is to increase the stiffness (bending
and torsion characteristics. Ade!uate torsional
stiffness is re!uired to have good handling
characteristics. "ormally the chassis are designed on
the basis of strength and stiffness. #n the conventional
design procedure the design is based on the strength
and emphasis is then given to increase the stiffness of
the chassis, with very little consideration to the
weight of the chassis. One such design procedure
involves the adding of structural cross member to the
e$isting chassis to increase its torsional stiffness. As a
result weight of the chassis increases. This increase in
weight reduces the fuel efficiency and increases the
cost due to e$tra material. The design of the chassis
with ade!uate stiffness, strength and lower weight
provides the motivation for this pro%ect.
The goal of the structural design is to obtain
minimum component weight and satisfying
re!uirements of loads (stresses, stiffness, etc. The
process of producing a best structure having optimum
structural performance is termed as structural
optimi&ation. 'tructural systems like the chassis can
be easily analy&ed for the stress, and stiffness, etc.
using finite element techni!ues. The limitations on
the stress, strength etc. are the constraints for
optimi&ation.
/1 CASE STUDY
The four models in this study represent the same
bracket. #t is rigidly supported at the back and loaded
with uniform pressure applied to the top of the
hollow cantilever. (ach model produces different
results.
31 MODEL
#t uses a first)order solid tetrahedral element which,
by design, can only model constant stress within its
volume. *nowing that, there are two big problems.
+irst, only one element is placed across the thickness
of the plate in bending. This model is not capable of
representing bending stress which changes from
compressive to tensile across the plate thickness.
,onse!uently, bending stresses are badly represented
by constant stress. The second problem is that the
elements are highly distorted. (ach type of element
works well only if it is within specified shape limits.
#f element distortion is beyond these limits, then
numerical procedures used to calculate displacements
and stresses return false results.
Fgu'e 1. Resul(s )o' Mo*el sho+ a ma,mum -o.
Mses s('ess o) 1/,000 1s
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JOURNAL OF INFORMATION, KNOWLEDGE AND RESEARCH IN
MECHANICAL ENGINEERING
LOADS ON THE FRAME
The frame e$periences loads of different nature
during motion of the vehicle. These loads, in turn,
produce stresses and strains of various kinds.
-enerally, the following types of loads are sustained
by the frame.
FLE;URAL >OR ?ENDING@ LOAD
#t is produced in a vertical plane of the side members
due to
.ead weight of the vehicle
/eight of the passengers
(ngine tor!ue
0raking tor!ue
+le$ure load also develops in lateral plane of the side
members due to
road ,amber
cornering force
side wind
CALCULATION FOR EICHER E/11114
CHASSIS
M*-e( N*1 A 11114 >E'c&e E/@
,apacity of (icher 1 2 ton
,apacity of (icher with 1.345 1 62720 "
/eight of the (icher 1 3 ton
Total 8oad acting on the ,hassis 1 ,apacity of the
,hassis 9 /eight of (icher
C"(cu("t'*$ *% t&e De%(ect'*$ %* I$-'+'-u"( S'-e
?"
:ma$ 1 ;643<274 ")mm

6<.30
30;.30
h
b1
b
:oment of #nertia around the = > = a$is?)
#$$ 1 @bh
;
> Ab1(h
;
BC D 13
1 A(6<.30 $ 30;.30
;
> (<<.<6 $ 127.17
;
B D 13
112422764.0E mm
;
'ection of :odules around the = > = a$is?)
F$$ 1 @bh
;
> Ab1(h
;
BC D <h
1 A(6<.30 $ 30;.30
;
> (<<.<6 $ 127.17
;
B D (< $
30;.30 1 123E46.7;3 mm
;
0asic 0ending e!uation are as follow ?1(: D # 1 (G D
y 1 (( D H
:aterial of the I,J channel?)
:aterial ? 't 43
( 1 3.10 $ 10
4
" D mm
3
Koisson Hatio 1 0.32
Hadius of -yration H 1 (30;.30 D 3
1101.<0 mm
:a$imum 0ending :oment acting on the 0eam? )
:ma$ 1 ;643<274 ")mm
# 1 12422764.0E mm
7
L 1 101.<0 mm
CALCULATION FOR TORSIONAL STRESS
GENERATED IN CHASSIS
Heaction generated on 0eam at the center of wheel
alignment? ) 3E7;0 "
/ith the consideration of at the rate of angle of twist
1 1M
N 1 (1M $ O D 120 1 0.016743
0y considering the whole system as a one rotational
body as per following data when in twist from its
support.
/idth of the chassis? ) 200mm
8ength of chassisP ) <E00mm
.istance between two reaction? ) 7E00mm
:odulus of rigidity for structural steel? ) 20000
"Dmm
3
"ow basic rule for Twisting :oment is?)
(T D Q 1 (R D r 1 (- $ N D 8
"ow e!uating
(T D Q 1 (- $ N D 8
+or the rotational shaft Q is 3 times higher the :ass
:oment of inertia?)
:ass moment of #nertia for ,hassis body 1 7.<4 $
10
6
mm
7
'o, Kolar :oment of #nertia Q1 3 $ #
Q1 3 $ 7.<4 $ 10
6
Q1 E.; $ 10
6
T 1 (- $ N $ Q D 8
T 1 (20000 $ 0.016743 $ E.; $ 10
6
D <E00
T 1 12216202.60 ")mm
Torsional stress generated in ,hassis body ?)
Take width of body as a radius o rotational body r 1
200mm
(T D Q 1 (R D r
R 1 (T $ r D Q
R 1 (12216202.60 $ 200 D E.; $ 10
6
R 1 1<1.26 "Dmm
3
B1 CONCLUSION
At present time the problem of enhancing safety is
very actual for the world automotive industry and
chassis is the backbone of the automotive system.
.ay by day modification has been done in e$isting
system to increase strength and durability with
minimum possible cost. Sere is the one approach
presented.
This pro%ect represent to study the stress)distribution
of automobile chassis. /hen different parts are
mounted o n it at that time no. of stresses are produce
in chassis. +irst .esign stress is calculated then it was
compare with the stress result of +inite element
Analysis report by using pro):echanica tool. #ts
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JOURNAL OF INFORMATION, KNOWLEDGE AND RESEARCH IN
MECHANICAL ENGINEERING
comes within the limit 'o we can say that design is
safe.
71 REFERENCES
A1B Automobile (ngineering > Tol.1 )
*.:.-upta , Umesh Kublication > 3001, page no. 47
to <1
A3B Automobile :echanics , .r. ". *. -iri,
*hanna Kublisher, .elhi)300;, page no. 1<1 to 1<7
A;B Technical manual of (icher (3 11.10,
Apco motors pvt. 8td., Simmatnagar. (icher motors
sells V service center.
A7B www.eicherworld.com
A4B Automobile (ngineering, Tol.)# by *irpal
sing, 'tandard Kublisher and .istributor, .elhi)300;.
A<B Optimi&ation of frameworks by means of
+(: use, 0y Q. -A.UW, Slovak Agricultural
.niversity, #itra, Slovak /epublic, H('. A-H.
("-., !-, 300; (1? ;3>;<
A6B Analysis of Torsional 'tiffness and design
improvement study of a *it ,ar ,hassis Krototype,
by /esley 8inton, :.'c. TS('#', ,HA"+#(8.
U"#T(H'#TL,',SOO8 O+ #".U'TH#A8 A".
:A"U+A,TUH#"- ',#(",( :OTOH'KOHT
("-#"((H#"- A". :A"A-(:("T 3001)3
A2B :.Tech. .issertation I'tructural
Optimi&ation of Automotive ,hassisJ 0y Hoopesh
'hroff, .epartment of :echanical (ngg. , ##T
,0ombay )Academic year 3003
AEB I+inite element analysisJ by > ,handra
Katla.
A10B I+inite element analysisJ by > Hobert ..
cook
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