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Optimization of Truck Chassis Frame for Weight Rduction. Volume 01(01), 2014
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 International Journal of Futuristic Trends in Engineering and Research
ISSN: 2348-4071
Vol. 1 (01), 2014

Optimization of Truck Chassis Frame for Weight

Reduction
Bhavikkumar M. Padhiyar Darshit Nayak
Mechanical Engg Dept Mechanical Engg Dept
SAL College of Engineering SAL College of Engineering
Ahnedabad,India Ahnedabad,India
bhavikpadhiyar@yahoo.com Darshit.aero@gmail.com

Abstract: The chassis provide as main sustaining part of the truck
body and different parts of the automobile. It should be rigid enough
to withstand the shock, twist, vibration and other stresses. With
considering strength, a vital contemplation in chassis design is
sufficient twisting rigidity. The chief intent of this research article is
to get least weight of truck chassis frame design. The chassis casing
is prepared by two face members attached with cascade of cross
members. The design variables are number of cross members,
locations, cross section and sizes of side and cross members. In this
paper, chassis frame model truck is to be implemented and analyzed.
Keywords: Chassis frame design of truck, optimization, Weight
Reduction.
I. INTRODUCTION
The casing and supplementary parts not only hold a weight of
truck, but its consignment also. In adding to load transporting
purpose, casing and suspension also convey forces from axles
to the truck constitution. This consists of forces of footbrake
torque response with a drive forces that push or shift the truck.
The casing work as a basis for the truck structure, axles with its
suspensions and engine enclose. The casing has to be stiff
sufficient to hold up or bear entire loads and forces. A casing of
chassis should also be supple an adequate amount of to grip
shock and bend, wave and droop that it meet under diverse path
or weight situation [1].
The truck vehicle chassis for automotive manufacturing base is
the vehicle gathering substrate, their manufacturing
effectiveness and superiority on entire automobile concert
brunt is massive [2].
Topology optimization is intended technique based on
geometric encoding, to search for optimal allocation of
substance, very much abridged merchandise theoretical design
sequence. By means of variable density technique, topology
optimization has been passed out for the heavy duty truck
chassis frame. It offers significant technological memorandum
for theoretical design [3].
In allusion to the frame of a light truck, by the iSIGHT for
optimization platform and ANSYS for strength and stiffness
calculation platform, with frame mass minimum for objective
function, the parameters of the optimal thickness of the frame
parts is sought and the optimal solution is obtained by using the
first-order optimal design method with the premise of the
frame strength, bending stiffness, tensional stiffness and low
order modal. The analytical methods proposed in this paper can
effectively solve the optimal design of the frame structure of
the light truck frame, and has certain reference significance for
the improvement of other similar structures [4].
The sensitivity into casing optimization study of the heavy duty
truck is introduced in [5]. In [6], an assemblage attribute
leaning supple truck chassis frame dynamic simulation model
and its constraint equal dynamic recognition technique has
been presented.
A new scheme for the lightweight design of heavy dump truck
frames based on the characteristics of dynamic responses is
developed in [7]. The design of chassis for a truck considers a
wide set of conditions in which load and unload are the most
typical variety. For years, flat ride rules have been applied to
achieve comfort, by providing tuning rules in the suspension as
today. For an electric vehicle however, the weight distribution
is different as a result of power train and batteries. A
suspension control strategy is proposed in a full size pick-up
truck using magneto-rheological dampers [8].
II. CALCULATION FOR CHASSIS FRAME
Widths of the members are assumed to be 200 mm. Total
loading area,
A = 8.76 × 106 mm2
As per standard, permissible axle weight is 18 Ton per axle.
So, Gross laden weight for trailer having six axles is:
F = 108 tone = 1059480 N
Load intensity,
P= = (1)
= 0.12094 N/mm.
× ×( × )
W= = (2)
= 24.19N/mm
A. Design for Main/Side Cross Member
P1 = Equivalent point load due to UDL on main long member
= 9071.25 N
l1 = 900mm

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 International Journal of Futuristic Trends in Engineering and Research
ISSN: 2348-4071
Vol. 1 (01), 2014

Before the Structural Analysis, it must have material assigned

Maximum bending moment which occurs at end of the span, to it. Each material in ANSYS has mechanical properties for
computing the analysis for different materials. These properties
×
are Young’s Modulus, Poisson Ratio, for the analysis of
=( × )+ ( ) (3) chassis used Mild steel. Mild steel, also called plain-carbon
steel, is the most common form of steel because its price is
relatively low while it provides material properties that are
= 17962000 Nmm
acceptable for many applications, more so than iron.
Low-carbon steel contains approximately 0.05–0.3% carbon
= (4) making it malleable and ductile. Mild steel has a relatively low
tensile strength, but it is cheap and malleable; surface hardness
= = 100 N/mm2. can be increased through carburizing. It is often used when
. large quantities of steel are needed,
Table a. Parameters for design of chassis [9]

Modulus of section required is,

= (5)

= 179620 mm3

(6)
(7)
=900 mm2

Average shear stress, The shear stress and deflection are measured for each set of
parameter using FEA in Ansys, and the Results of FEA are
analysed using Minitab 16. Minitab offers four types of
designed experiments: factorial, response surface, mixture, and
(8) Taguchi (robust). The steps follows in Minitab to create,
analyse, and graph an experimental design are similar for all
=17.13 N/mm2 design types. After conducting the analysis and entering the
results, Minitab provides several analytical and graphing tools
to help understand the results. Minitab version 16 is used for
(9) the analysis of result obtained by Finite element analysis. The
=57.7 N/mm2 S/N ratio for minimum shear stress and deflection are coming
under “Smaller-is-better” characteristic, which can be
Maximum deflection occurs at free end, calculated as logarithmic transformation of the loss function.
Taguchi designs experiments using especially constructed
tables known as “orthogonal arrays” (OA). The use of these
tables makes the design of experiments very easy and
consistent. From the Table 3 it is identified that minimum shear
Design for Side Long Member
stress value 70.491 MPa and minimum deflection value 2.7419
P1= 36285 N l1= 750 mm Design for bending stress,
mm are obtained at the experiment no 25 having values of
Maximum bending moment which occurs at end of the span,
thickness of web, thickness of upper flange and thickness of
Mc = 34017187.5 Nmm
lower flange 7 mm ,7 mm and 6 mm respectively. Main Effects
Zr= 340172 mm3
Plot for Mean data and S/N ratio data are shown in Fig. 1, 2, 3 ,
Check for shear stress Effective area of web,
4, 5 and 6 that shows effect of thickness of web , thickness of
Aw = 1600 mm2.
upper flange and thickness of lower flange on weight, shear
Average shear stress,
stress and deflection. The effects of thickness of web, thickness
= 17 N/mm2.
of upper flange and thickness of lower flange on weight of
chassis frame are shown in Fig. 1 and Fig. 2.
III. OPTIMIZATION OF CHASSIS PARAMETERS

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 International Journal of Futuristic Trends in Engineering and Research
ISSN: 2348-4071
Vol. 1 (01), 2014

lower flange on shear stress of chassis frame are shown in Fig.

3 and Fig. 4.
Results of Main Effects Plot for Mean data for weight as
shown in Fig. 7, and Main Effects Plot for S/N ratio data for
weight as in Fig. 8, analysis are given in Table 1. As per the
results chassis with 5mm web thickness, 4 mm upper flange
thickness and 4 mm lower flange thickness is having optimum
weight.

Fig. 1. Main Effects Plot for Mean data: weight [1]

Fig. 4. Main Effects Plot for S/N ratio data: Shear stress [1]

Fig. 2. Main Effects Plot for S/N ratio data: Weight [1]

Fig. 5. Main Effects Plot for Mean data: deflection [1]

Fig. 3. Main Effects Plot for Mean data: shear stress [1]

Fig. 1 Main Effects Plot for Mean data: shear stress the effects
of thickness of web, thickness of upper flange and thickness of
Fig. 6. Main Effects Plot for S/N ratio data: Deflection [1]

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 International Journal of Futuristic Trends in Engineering and Research
Table 1. Analysis of Shear stress [1]
The effects of thickness of web, thickness of upper flange and
thickness of lower flange on deflection of chassis frame are
shown in Fig. 5 and Fig. 6. According to deflection span ratio
allowable deflection for overhanging beam is l / 300. So for
6355mm length allowable deflection for simply supported
beam is 21.18 mm. From the above analysis the Optimum set
of parameters which is having the minimum weight is given in
Table 2.
Table 2. Optimized parameters for truck chassis [1]
Table 3. Reduction in weight by optimization [1]
Weight reduction achieved by FEA-DOE hybrid modeling is
13.01% as shown in Table 2.
Fig. 7. Optimization of shape [9]
IV. CONCLUSION
The FEM-based Taguchi methods have effectively decreased
the time and efforts required for evaluating the design
variables of implants. The optimal parameter combination
for the minimum weight with permissible value of stress is
obtained by using the analysis of S/N ratio. According to the
results 5 mm Web thickness, 4 mm Upper Flange thickness
and 4 mm Lower Flange thickness are the optimal
parameters for permissible stress. FEA results obtained from
the confirmation analysis using optimum combination are
shown excellent agreement with the predicated result.
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ISSN: 2348-4071
Vol. 1 (01), 2014
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