ISSN (Print) : 0974-6846

Indian Journal of Science and Technology, Vol 9(2), DOI: 10.17485/ijst/2016/v9i2/83339, January 2016 ISSN (Online) : 0974-5645

Finite Element Analysis of a Four Wheeler

Automobile Car Chassis
K. Santa Rao1, G. Musalaiah2 and K. Mohana Krishna Chowdary3
1Departmentof Mechanical Engineering, GMRIT, Rajam - 532127, Abndhra Pradesh,
India; ksantarao@gmail.com
2Department of Mechanical Engineering, AITAM, Tekkali – 532201, Andhra Pradesh,

India; musalaiah.321@gmail.com
3Department of Mechanical Engineering, RGUKT, (IIIT), Nuzvid - 521201, Andhra Pradesh,

India; mohanakrishna.k@rgukt.in

Abstract
Background/Objectives: The objective of the present work is useful for certain recommendations to modify the existing
design of four wheeler chassis in order to satisfy the need of both customer and manufacturer. Methods/Statistical
Analysis: Static and modal analysis has been carried out on a four wheeler automobile chassis applying with finite element
method using PRO-E and ANSYS softwares. Findings: The main findings identify maximum stressed regions, deflections,
reactions and natural frequencies of a four wheeler automobile chassis. Applications/Improvements: It has been
proposed that Nickel-Molybdenum (Ni-Mo steel) is suitable for the analysis in comparison with the other materials in all
criterions.

Keywords: Deflection, Four Wheeler Chassis, Natural Frequency, Static and Model Analysis

frequencies obtained lie beyond natural range so as to

1. Introduction
A vehicle without body is termed as Chassis. Various
components of the vehicle viz., Power supplying unit,
Transmission unit, Axles, Wheels and Tyres, Suspension,
Controlling units like Braking, Steering and electrical
system parts are fitted on the Chassis frame. It is also
called as Carrying Unit.
Pravin A. Renuke1 made an attempt to evaluate the
changes in chassis dynamic behavior by varying the usage
offinite element method. First six frequency modes of the
modified chassis are less than 100 Hz and in the series of
42.423 to 79.531 Hz. Car chassis revealed global vibration
for the first two modes and sixth mode. Torsion and
vertical bending with 2 nodal points are parts of global
vibrations of the car chassis. Due to vibration, the local
bending takes place at the top hat cross member where
the gearbox is mounted. As mass of chassis increases
owing to the fitted equipment, the values of natural
be compensated with increasing the stiffness of chassis.
Decreasing the chassis length can increase the stiffness of
chassis. It is also observed that resonance phenomenon
and unusual chassis vibration can be prevented.
V. Veloso et al.2 reported the results of failure analysis
of longitudinal stringer of vehicle. Plastic deformation
and cracks were observed when durability tests were
performed on prototype. Stress analysis was performed
using finite element analysis. Reinforced models were
proposed. The selection of the best solution was based
on combination of high strength and production costs.
The finite element analysis of several different models
reduces the number of physical and expensive tests to
be conducted. Consequently, it was not indispensable to
fabricate several prototypes. Results of compression tests
were compared with numerical results. Validation tests
were conducted on vehicles produced with the reinforced
stringer and failures were not observed.

*Author for correspondence

 Finite Element Analysis of a Four Wheeler Automobile Car Chassis
Mohd Hanif Mat et al.3 discussed the results of strength
and rigidity of the ‘Eco-Challenge’ race car’s chassis when
subjected to the required loads using FEA. For the design,
a steel space frame was chosen as it is the most effective
and cost efficient structure. It was found that that chassis
was able to withstand the required loads with minimal
deflections complying with the rules and regulations. It
was also found that maximum stresses are well below the
yield stress in most loading conditions.
T. Ananda Babu et al.4 performed crash analysis of
car chassis frame applying Finite Element Method. It
was reported that by increasing the bumper thickness
from 3mm to 6mm the Von-mises stress reduced from
531.523MPa to 127.317MPa and natural frequencies
estimated are very low. It was also reported that the
maximum amplitude is 0.7611mm under transient
loading when the impact takes place on the bumper and
the value is very less than 2.8mm as per the Ford Motor
Vehicle Design Test (FMVDT). Hence the bumper design
is safe based on dynamic conditions.
Sairam Kotari et al.5 discussed that existing TATRA
chassis was analyzed by the finite element method for
Antenna and Electronic components installation and
the stress levels are found to be 737.3 N/mm2. After
modifications of the TATRA chassis with suitable
reinforcement, increase in thickness, addition of stiffeners,
the finite element analysis was carried out and the chassis
stress levels are found to be 173.38 N/mm2, which is less
than yield stress of 410 N/mm2. From the results, it can
be concluded that the modified TATRA chassis is capable
to carry the loads beyond the previous payload up to 14
tonnes.
Prajwal Kumar M. P. et al.6 discussed the results
pertaining to analysis of tubular space frame chassis
fabricated to resist all likely forces that it might be subjected
to in the racing path. The weight of the chassis is reduced
with no compromise on its strength. The chassis’s final
product has been manufactured in a proficient manner
that adhered to the design. Confirmation tests on chassis’s
final product were conducted for torsional rigidity.
Hemant B. Patil et al.7 presented the results of stress
analysis of a ladder type low loader truck chassis structure
comprising C-beams designed for application of 7.5 ton
using FEM. From obtained numerical results it was
reported that altering the location of cross member may
be a good choice rather changing the thickness.
Goolla Murali et al.8 presented the results of design
modification made to improve the load carrying capacity
2 Vol 9 (2) | January 2016 | www.indjst.org
of the truck chassis structure. It was reported that an
improvement in the results of bending stiffness from 2.2
kN/mm to 3.26 kN/mm and torsion stiffness from 3.9
kN-m/deg to 5.9 kN-m/deg were achieved.
Hossein Farahani et al.9 focused on comparing natural
frequencies along the x-axis of composite cylindrical
tank. Vibration analysis is performed on composite
cylindrical tank using the finite element package ANSYS
by incorporating different fiber angle (–900 to 900 and 00
to 900) and layering in the direction of x-axis of the tank.
The boundary conditions applied are (1) located at the
extremities of tank; (2) fixed along the y and z coordinates
and is free in x-axis. It was reported that with increase of
layering angles natural frequency decreases.
Ali Zare et al.10 used finite element method and
analyzed axial fan blade with dissimilar chord lengths
to find factor of safety and Von Mises stresses. It was
reported that when pressure load applied on blade’s lower
surface is varied from 100 kPa to 800 kPa, maintaining
constant chord length and 5° of twist angle, an increase in
Von Mises stress and simultaneous fall in factor of safety
is observed.
2.  Static Analysis
The main objective of a static analysis is to calculate
effects of steady loading conditions, such as those caused
by time dependent loads, on a structure. Usually it is used
to determine the displacement, stresses, strains and forces
in structures or components when subjected to loads that
do not induce damping and inertia effects. Assumptions
are considered for steady loading and response conditions
i.e., the loads and structures response are assumed to vary
slowly with respect to time.
3.  Modal Analysis
The modal analysis is used to find out the vibration
characteristics (natural frequencies and mode shapes) of
a structure or a machine component in the process of its
design. It also serves as a preliminary step for another,
more detailed, dynamic analysis, viz., harmonic response
analysis, transient dynamic analysis or spectrum analysis.
The important feature of modal analysis is modal cyclic
symmetry, which allows end-user to model just a sector
of it and examine the mode shapes of a cyclic symmetric
structure. Any nonlinearity, such as contact (gap) elements
and plasticity, are ignored even if they are defined.
Indian Journal of Science and Technology
 K. Santa Rao, G. Musalaiah and K. Mohana Krishna Chowdary

4.  Boundary Conditions 5.1  Static Analysis

In static analysis response of the model/vehicle is
The individual assemblies are connected to each other
determined applying steady loads whose value does
by appropriate displacement constraints, which specify
change with time. The responses are measured in terms of
the interconnection with the adjacent assembly. Figure
stresses, strains and displacements.
1 depicts displacement constraints applied in the present
modeling. Table 1 and Table 2 depict the properties and
5.2  Loads and Results
composition of materials used for analysis.
In the analysis, the idle condition of the vehicle subjected
to maximum payload on a flat road is considered. Weight
of the vehicle, Weight of two passengers present in the
cabin and weight of the engine are also considered in the
analysis. In the finite element model nodes attached to axle-
suspension connection are constrained along translation
direction. Figure 2 and Figure 3 depict deflections and
stresses in the vehicle when subjected to static loads. Table
3, Table 4 and Table 5 provide the results and comparison
of displacements, stress distribution, Von Mises stress
distribution obtained by performing static analysis.
 

Figure 1.  Boundary conditions.

6.  Comparison of Displacements
Table 1.  Properties of materials

Material Young’s Density Poisson’s

modulus (kg/m3) Ratio
(N/m2)
Forged Steel 2.0×1011 7839 0.3
Ni-Cr Steel 2.02×1011 8249 0.3
Ni-Mo Steel 2.05×1011 7850 0.3

Table 2.  Composition of materials

Forged Steel Ni-Cr Steel Ni-Mo Steel

C (0.35-0.45)% C (0.08-0.16)% C (0.13-1.18)%
Si (0.5)% Si (1.0)% Si (0.15-0.30)% Figure 2.  Displacement in z-direction.
Mn (0.6-0.9)% Mn (1.0-2.0)% Mn (0.45-0.65)%
Cr (0.7-1.1)% Cr (20.0-22.5)% S (0.04)%
Ni (1.6-2.1)% Ni (19.0-21.0)% Ni (1.65-2.0)%
Mo (0.25-0.45)% Mo (2.5-3.5)% Mo (0.2-0.3)%
Fe Fe Fe

5.  Results and Discussions

Static analysis, response determination and modal analysis
under random excitation is carried out on defined finite
element model. For all the analyses performed the same
finite element model is used. The distinction between the
cases considered lies in the applied loads and boundary
conditions. Figure 3.  Stress in z-direction.

Vol 9 (2) | January 2016 | www.indjst.org Indian Journal of Science and Technology 3
 Finite Element Analysis of a Four Wheeler Automobile Car Chassis

Table 3.  Results and comparison of displacements in static analysis

Material Maximum Displacement in x-direction Displacement in Displacement in

Deflection (m) y-direction z-direction
(m) (m) (m)
Forged Steel 1.374 Max = 0.179448 Max = 0.363E-3 Max = 0.010137
Min = -0.020357 Min = -1.366 Min = -0.010202
Ni-Cr Steel 1.36 Max = 0.177671 Max = 0.360E-3 Max = 0.010036
Min = -0.020155 Min = -1.353 Min = -0.010101
Ni-Mo Steel 1.34 Max = 0.175071 Max = 0.355E-3 Max = 0.009889
Min = -0.01986 Min = -1.333 Min = -0.009953

Table 4.  Results and comparison of stress distribution in static analysis

Material Maximum Deflection Stress in Stress in Stress in

(m) x-direction y-direction z-direction
(N/m2) (N/m2) (N/m2)
Forged Steel 1.374 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min = -0.131E+8 Min = -0.106E+8 Min = -0.226E+8
Ni-Cr Steel 1.36 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min = -0.131E+8 Min = -0.106E+8 Min = -0.226E+8
Ni-Mo Steel 1.34 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min = -0.131E+8 Min = -0.106E+8 Min = -0.226E+8

7. Comparision of Von Mises Stresses

Table 5.  Results and comparison of Von Mises stress distribution in static analysis

Material Maximum Deflection (m) Maximum Stress (N/m2) Minimum Stress (N/m2) Yield Stress (N/m2)
Forged Steel 1.374 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min = -0.131E+8 Min = -0.106E+8 Min = -0.226E+8
Ni-Cr Steel 1.36 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min = -0.131E+8 Min = -0.106E+8 Min = -0.226E+8
Ni-Mo Steel 1.34 Max = 0.130E+8 Max = 0.372E+7 Max = 0.349E+7
Min =- 0.131E+8 Min = -0.106E+8 Min = -0.226E+8

8.  Modal Analysis 9. Comparision of Natural

Modal analysis provides responses when a component Frequencies
or structure is subjected to natural vibration. It involves
finding natural frequencies and modes of vibration. The
results obtained from modal analysis can be taken as an
input to other dynamic analyses viz., spectrum analysis.

8.1  Loads and Results

The only loads taken into consideration in the modal
analysis of the vehicle are displacement constraints
available at nodes. The displacements associated with
first four mode shapes are shown in following: Figure 4,
Table 6 and Table 7 represent results and comparison of
deflections and frequencies obtained when performing
modal analysis respectively. Figure 4.  Frequency in mode-3.

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 K. Santa Rao, G. Musalaiah and K. Mohana Krishna Chowdary

Table 6.  Results and comparison of deflections in 11. References

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