International Journal of Applied Engineering Research ISSN 0973-4562 Volume 6, Number 23-24 (2011) pp.

2595-2600 Research India Publications http://www.ripublication.com/ijaer.htm

Impact Analysis of Mini BAJA Vehicle Roll Cage using Finite Element Analysis
Yashvir Singh1*, Nishant Kr. Singh2 and Puneet Mangla3
1*,2,3

Hindustan College of Science and Technology, Mathura, U.P., India *Corresponding Author E-mail: yashvirsingh21@gmail.com

Abstract The objective of this research work is the prediction of fatigue life span and durability loading of the chassis frame of Mini BAJA vehicle. The Mini BAJA Vehicle is an off-road race vehicle powered by a small gasoline engine. As is such the combination frame and roll cage must be equally strong and light. In an effort to fulfill the rules set down by the governing body and ensure proper integration, strength, and weight minimization; it is imperative to properly analyze the material properties and geometry as well as the overall design geometry. Thus, fatigue study and life prediction on the chassis is necessary in order to verify the safety of this chassis during its operation. Stress analysis using Finite Element Method (FEM) can be used to locate the critical point which has the highest stress. This critical point is one of the factors that may cause the fatigue failure. The magnitude of the stress can used to predict the life span of the vehicle chassis. Keywords: Stress analysis, Finite Element Method, Vehicle Chassis

Introduction
Mini BAJA is a collegiate competition sponsored by the Society of Automotive Engineers (SAE). The objective is for a team of students to design, fabricate and race an off-road vehicle powered by a ten horsepower Briggs and Stratton gasoline engine. The vehicle is required to have a combination frame and roll cage consisting of steel members. As weight is critical in a vehicle powered by a small engine, a balance must be found between the strength and weight of the design. To best optimize this balance the use of solid modeling and finite element analysis (FEA) software is extremely useful in addition to conventional analysis.

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M. Fermer et al [1] investigated the fatigue life of Volvo S80 Bi-Fuel using MSC/Fatigue. F.A. Conle et al [2] did research about fatigue analysis and the local stress-strain approach in complex vehicular structures. Structural optimization of automotive components applied to durability problems has been investigated by W. G. Ferreira et al [3]. M. Fermr and H. Svensson [4] studied on industrial experiences of FE-based fatigue life predictions of welded automotive structures. R. R. P. Filho et al [5] have investigated and optimized a chassis design for an off road vehicle with the appropriate dynamic and structural behavior, taking into account the aspects relative to the economical viability of an initial small scale production. The design of an off-road vehicle chassis has optimized by increasing the torsional stiffness, maintenance of center of gravity, total weight of structure and simpler geometry for reduction of production cost. N. Ye et al [6] have investigated the static and fatigue behavior of aluminium box stiffener/ web frame connections using Finite Element Analysis (FEA) to provide a connection solution that can reduce the fabrication costs by changing the cutting shapes on the web frame and correspondingly the weld process meanwhile sufficient fatigue strength can be achieved. The following paper outlines the design and analysis of the Northeastern Mini BAJA vehicles frame design. It will cover the design constraints required by SAE, material selection, initial design, and structural analysis and design modifications.

Analysis of chassis
Design constraints The design of the Mini BAJA frame is defined by the design safety rules set out by the SAE. These rules are updated yearly to address new safety concerns. These rules define the frame design in two ways. First, the rules set specific requirements on the building materials material type and geometry. They also define the specific requirements of the frame geometry. The requirements were referenced when making decisions regarding the material selection, design geometry and any additional modifications to the design. A thorough review of the design and rules were made at the end of the design stage before fabrication. This review included not only the letter of the guideline but also a discussion of the intent. In any cases in which the clarity or meaning of a rule was in doubt, the SAE rules committee was contacted to ensure compliance. It is important that the reader understand that these constraints were in place during the design of the vehicle frame, as well as the interaction between the frame design and other factors, such as drivetrain, suspension, and driver safety and restraint. Model of chassis The model of the chassis is drawn with the help of solid works. The model is depicted in figure 1. The model has length of 2.35 m and width of 1.24 m. The material of chassis is AISI 1018 Mild Steel which is class of carbon steel with 386 MPa of yield strength and 634 MPa of tensile strength. The other properties of chassis material are tabulated in Table 1.

Impact Analysis of Mini BAJA Vehicle Roll Cage Table 1: Properties of chassis material Properties Elasticmodulus(Pa) Density(Kg/m3) Poissonsratio Tensilestrength(Mpa) Yieldstrength(Mpa) Value 210x109 8030 0.3 634 386

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Figure 1: Model of chassis

Loading The chassis model is analyzed for the effect of impact forces from the front and the rear portion of the vehicle. For this model, the maximum force is 5500 N. The load is assumed as a uniform pressure obtained from the maximum loaded weight divided by the total contact area from the front and the rear side. Detail loading of model is shown in Figure 2 and 3. In both the cases, when force is applied the degree of freedom have to be fixed in opposite direction.

Figure 2: Impact force from front side.

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Figure 3: Impact force from rear side

Results and discussions

Front impact force analysis The figure 4 shows the maximum axial displacement. During the front impact analysis, the value of maximum displacement will be 2.3 mm. The value of maximum lateral displacement will be 1.7 mm. The figure 5 shows the lateral displacement of the bars of the chassis. The figure 6 shows the maximum Von Misses stress. The stress magnitude of critical point is 50 MPa. The maximum stress occurs at the side of the vehicle near the drivers cabin.

Figure 4: Axial displacement plot during front impact loading

Figure 5: Lateral displacement plot during front impact loading

Impact Analysis of Mini BAJA Vehicle Roll Cage

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Figure 6: Maximum Von Stress plot during front impact loading

Rear impact force analysis The figure 7 shows the maximum axial displacement. During the rear impact analysis, the value of maximum displacement will be 5.5 mm. The value of maximum lateral displacement will be 2.7 mm. The figure 8 shows the lateral displacement of the bars of the chassis. The figure 9 shows the maximum Von Misses stress. The stress magnitude of critical point is 100 MPa. The maximum stress occurs at the rear side of the vehicle where engine will be placed.

Figure 7: Axial displacement plot during rear impact loading

Figure 8: Lateral displacement plot during rear impact loading

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Figure 9: Maximum Von Stress plot during rear impact loading

Conclusion
Numerical simulation result shows that the critical point of stress occurred at side of the chassis during front loading and at rear side near the place where engine is placed. The magnitude of highest stress is critical because the value of SF is below than the recommended value. Since fatigue failure started from the highest stress point, it can be concluded that this critical point is an initial to probable failure. Thus, it is important to take note to reduce stress magnitude at this point.

References
[1] M. Fermer, G. McInally and G. Sandin, Fatigue Life Analysis of Volvo S80 BiFuel using MSC/Fatigue, Worldwide MSC Automotive Conference, Germany, September, 1999. [2] F. A. Conle and C.-C. Chu, Fatigue Analysis and the Local Stress-strain Approach in Complex Vehicular Structures, International journal of fatigue, 1997. [3] W. G. Ferreira, F. Martins, S. Kameoka, A. S. Salloum, and J. T. Kaeya, Structural Optimization of Automotive Components Applied to Durability Problems, SAE Technical Papers, 2003. [4] M. Fermr and H. Svensson, Industrial Experiences of FE-based Fatigue Life Predictions of Welded Automotive Structures, Fatigue & Fracture of Engineering Materials and Structures 24 (7), 2001, 489500. [5] R. R. P. Filho, J. C. C. Rezende, M.de F. Leal, J. A. F. Borges, Automotive Frame Optimization, 12th International Mobility Technology Congress and Exhibition, Sao Paulo, Brasil, November 18 20, 2003. [6] N. Ye and T. Moan, Static and Fatigue Analysis of Three Types of Aluminium Box- Stiffener/Web Frame Connections, International Journal of Fatigue 29 (2007) 14261433.