ISSN: 2319-5967

ISO 9001:2008 Certified

International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

DESIGN & ANALYSIS OF AUTOMOBILE

CHASSIS
A.HARI KUMAR, V.DEEPANJALI

Abstract— The objective of paper is to find out best material and most suitable cross-section for an Eicher E2 TATA
Truck ladder chassis with the constraints of maximum shear stress, equivalent stress and deflection of the chassis under
maximum load condition. In present the Ladder chassis which are uses for making buses and trucks are C and I cross
section type, which are made of Steel alloy (Austenitic). In India number of passengers travel in the bus is not uniform,
excess passengers are travelling in the buses daily due to which there are always possibilities of being failure/fracture in the
chassis/frame. Therefore Chassis with high strength cross section is needed to minimize the failures including factor of
safety in design. In the present work, we have taken higher strength as the main issue, so the dimensions of an existing
vehicle chassis of a TATA Eicher E2 (Model no.11.10) Truck is taken for analysis with materials namely ASTM A710
Steel, ASTM A302 Alloy Steel and Aluminum Alloy 6063-T6 subjected to the same load. The different vehicle chassis have
been modeled by considering three different cross-sections namely C, I and Rectangular Box (Hollow) type cross sections.
The problem to be dealt for this dissertation work is to Design and Analyze using suitable CAE software for ladder chassis.
The report is the work performed towards the optimization of the automobile chassis with constraints of stiffness and
strength. The modeling is done using Catia, and analysis is done using Ansys. The overhangs of the chassis are calculated
for the stresses and deflections analytically are compared with the results obtained with the analysis software.

Keywords: Automobile chassis, chassis loads, modeling, structural analysis.

I. INTRODUCTION
The chassis is considered to be one of the significant structures of an automobile. It is the frame which holds both
the car body and the power train. Various mechanical parts like the engine and the drive train, the axle assemblies
including the wheels, the suspension parts, the brakes, the steering components, etc., are bolted onto the chassis.
The chassis provides the strength needed for supporting the different vehicular components as well as the payload
and helps to keep the automobile rigid and stiff. Consequently, the chassis is also an important component of the
overall safety system. Furthermore, it ensures low levels of noise, vibrations and harshness throughout the
automobile. Chassis should be rigid enough to withstand the shock, twist, vibration and other stresses. Along the
strength, an important consideration is 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 chassis. The load
carrying structure is the chassis, so the chassis has to be so designed that it has to withstand the loads that are
coming over it.

II. PROBLEM STATEMENT

The objective of thesis work is to find out best material and most suitable cross-section for an Eicher E2 TATA
Truck ladder chassis with the constraints of maximum shear stress, equivalent stress and deflection of the chassis
under maximum load condition. The problem to be dealt with for this dissertation work is to Design and Analyze
using suitable CAE software for ladder chassis. In present the Ladder chassis which are uses for making buses and
trucks are C and I cross section type, which are made of Steel alloy (Austenitic). In India no of passengers travel in
the bus is not uniform, excess passengers are travelling in the buses daily due to which there are always possibilities
of being failure/fracture in the chassis/frame. Therefore Chassis with high strength cross section is needed to
minimize the failures including factor of safety in design. Basically C cross section type of chassis is used in buses
and I cross section type in heavy trucks where high strength is required. So we have taken Rectangular Box type
cross section for making ladder chassis by fabricating it which is used in small trucks. It will give best strength
among all above three.

187
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

FIG 1 Eicher E2 (Model No.11.10) Truck

III. SOLUTION METHODOLOGY

The solution for the problem is performed in three stages - Theoretical Analysis, Creating a Solid Model, Finite
Element Analysis.
A. Theoretical Analysis
Theoretical Analysis is performed by using the basic concepts of Strength of Materials. The Chassis Ladder of this
problem is considered as an overhanging beam with roller supports corresponding to front and rear wheels. Total
load acting on the Chassis is taken as a sum of capacity of the chassis and weight of the body and engine. This total
load is considered as uniformly distributed load acting throughout the span of the beam [1]. Reaction forces, Shear
forces and Bending moment are calculated based on the total load.

B. Creating a Solid Model

A Three Dimensional solid model of Ladder chassis is created on the computer using CATIA, Dassault Systems,
USA. This 3D Model is exported to Ansys for performing Finite Element Analysis.

C. Finite Element Analysis

There are three main steps, namely: pre-processing, solution and post processing. In pre-processing (model
definition) includes: define the geometric domain of the problem, the element type(s) to be used, the material
properties of the elements, the geometric properties of the elements (length, area, and the like), the element
connectivity (mesh the model), the physical constraints (boundary conditions) and the loadings.

In solution phase, the governing algebraic equations in matrix form are assembled and the unknown values of the
primary field variable(s) are computed. The computed results are then used by back substitution to determine
additional, derived variables, such as reaction forces, element stresses and heat flow. Actually, the features in this
step such as matrix manipulation, numerical integration and equation solving are carried out automatically by
commercial software. In post processing, the analysis and evaluation of the result is conducted in this step.

IV. SPECIFICATION OF MATERIAL

ASTM A710 ASTM A302 Alloy Aluminium Alloy
Property Steel Steel 6063-T6
7.85 7.79 2.8
Mass density(g/cm3)
450 340 220
Yield strength(MPa)
515 590 250
Ultimate Tensile strength(MPa)
205 210 69
Poisons ratio
0.29 0.33 0.32
Shear Modulus(GPa)
80 78 26
Young‟s Modulus(GPa)

V. DESIGN CALCULATIONS FOR CHASSIS FRAME

Material and Geometry of Eicher E2 (Model No.11.10) Truck
Side bar of the chassis are made from “C” Channels with 210mm x 76 mm x 6 mm
Material of the chassis is ASTM A710 Steel
Front Overhang (a) = 935 mm
Rear Overhang (c) = 1620 mm

188
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016
Wheel Base (b) = 3800 mm
Modulus of Elasticity, E = 2.10 x 105 N / mm2
Poisson Ratio = 0.28
Capacity of Truck = 8 tons = 8000kg = 78480 N
Capacity of Truck with 1.25% = 98100 N
Weight of the body and engine = 2 ton = 2000 kg = 19620 N
Total load acting on chassis = Capacity of the Chassis + Weight of body and engine
= 98100 + 19620
= 117720 N
Chassis has two beams. So load acting on each beam is half of the Total load acting on the chassis.
Load acting on the single frame = 117720/2
= 58860 N / Beam
A. Calculation for Reaction
Beam is simply clamp with shock absorber and leaf spring. So, beam is considered as a simply supported beam
supported at C and D with uniform distributed load.
Load acting on the entire span of the beam = 58860 N
Length of the beam = 6355 mm
Uniformly Distributed Load = 58860 / 6355
= 9.26 N/mm
For getting the load at reaction C and D, taking the moment about C and we get the reaction load generate at the
support D. Calculation of the moment are as under.
Moment about C:
9.26×935×935/2 = (9.26×3800×3800/2) - (Rd×3800) + (9.26×1620×4610)
Rd = 34727.65 N
Total load acting on the beam = 9.26 × 6355
= 58847.3 N
Rc + Rd = 58847.3
Rc = 24119.65 N

B. Calculation of shear force and bending moment:

Shear force calculations:
Fa = 0N
Fc = (-9.26×935) + 24119.65
= 15461.55 N
Fd = (-9.26×4735) + 34727.65 + 24119.65
= 15001.2 N
Fb = 0N
Bending moment calculations:
Ma = 0 Nmm
Mc = (-9.26×935×935)/2
= -4047661.75 Nmm
Md = [(-9.26×4735×4735)/2] + (24119.65×3800)
= -12150971.75 Nmm
Mb = 0 Nmm

189
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

FIG 2 Loading diagram, SFD & BMD

C. Bending Stress Calculations

Moment of inertia about x-x axis, I = -

I = 13372380 mm4

Basic bending equation is given by, = =

Maximum bending moment acting on the beam, Mmax = 12150971.75 Nmm
Bending stress acting on the beam = 95 N/mm2

D. Shear Stress Calculations

Assume angle of twist = 1°
θ = 1° ×
= 0.017452 rad.
By considering the whole system as a one rotational body and as per following data, when in twist from its support.
Width of the chassis = 2250mm
Length of chassis = 6355mm
Distance between two reaction = 3800mm
Modulus of rigidity for mild steel = 78.125 N/mm2
Now basic rule for Twisting Moment is:
= =
Shear stress, τ = (5737971.47×2250)/26744760
= 482.72 N/mm2
According to Von Mises Stress Theory,
Von Mises Stress =
= 448.5 MPa
Principal Stresses, 1, 2 =
Where σ1 and σ2 are the major & minor Principle Stresses respectively
Maximum Shear Stress =

190
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016
= 257.5 MPa
Deflection of Chassis =

Where W = Weight of Chassis

= 58860 N
a, b and c are the front overhang, wheel base and rear overhang respectively.
x = Total length/2
Deflection of Chassis = 2.66 mm

VI. DESIGN OF CHASSIS FRAME USING CATIA

The geometric modeling of Ladder chassis with C, I and Rectangular Box type cross-sections is done using
CATIA. The three-dimensional model of the ladder chassis of C type cross-section, I type cross-section and
Rectangular Box type cross-section is shown in Fig. 3, 4 and 5 respectively.

FIG 3 CATIA Model of C Cross-Section FIG 4 CATIA Model of I Cross-Section

typeof Ladder Chassis type of Ladder Chassis

FIG 5 CATIA Model of Rectangular Box FIG 6 Imported Model in Ansys Workbench
Cross-Section type of Ladder Chassis

VII. FINITE ELEMENT ANALYSIS OF CHASIS USING ANSYS WORKBENCH

The model of chassis is saved in IGES format which can be directly imported into ANSYS workbench. The model
imported to Ansys workbench is shown in Fig.6.
A. Meshing and Boundary Conditions
The meshing is done on the model with 3504 number of nodes and 10282 numbers of tetrahedral elements. The
truck chassis model is loaded by static forces from the truck body and load. For this model, the maximum loaded
weight of truck plus body is 10,000 kg. The load is assumed as a uniform distributed obtained from the maximum
loaded weight divided by the total length of chassis frame. The finite element model of the chassis, applied with
boundary conditions is shown in Fig. 7.

191
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

FIG 7 Mesh and Boundary Conditions for Ladder Chassis

B. Structural Analysis of Ladder Chassis

A linear finite element structural analysis of the ladder chassis finite element models under the Y-directional load
was conducted with three different cross-sections – „C‟, Rectangular Box and „I‟ type cross-sections. Also, three
different types of materials - ASTM A710 Steel, ASTM A302 Alloy Steel and Aluminum Alloy 6063-T6 were
used for analysis of three cross-sections of chassis separately. The contour plots of Von Mises stress distribution,
Maximum Stress and Deformation for the three cross-sections with three different materials are shown from Fig. 8
to Fig. 16.
C. Structural analysis of C Cross-section type of Ladder Chassis

FIG 8 Von Mises Stress Distribution of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

FIG 9 Maximum Stress contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

FIG 10 Deformation contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6
D. Structural analysis of Rectangular Box Cross-section type of Ladder Chassis

FIG 11 Von Mises Stress Distribution of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

FIG 12 Maximum Stress contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

192
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

FIG 13 Deformation contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

E. Structural analysis of I Cross-section type of Ladder Chassis

FIG 14 Von Mises Stress Distribution of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

FIG 15 Maximum Stress contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

FIG 16 Deformation contour of ASTM A710 Steel, ASTM A302 Alloy Steel & Aluminum Alloy 6063-T6

VIII. RESULTS
A. Theoretical Results for C & I Cross-Section type of Ladder Chassis
Material Von Mises Stress Max. Shear Stress (MPa) Deformation
(MPa) (mm)
ASTM A710 Steel 438 251.5 2.66
ASTM A302 Alloy Steel 335 190.75 2.57
Aluminum alloy 6063-T6 168 92.75 7.9

B. Theoretical Results for Rectangular Box Cross-Section type of Ladder Chassis

Material Von Mises Stress Max. Shear Stress (MPa) Deformation
(MPa) (mm)
ASTM A710 Steel 434 249.75 2.064
ASTM A302 Alloy Steel 328 188.55 2.015
Aluminum alloy 6063-T6 157 88 6.132

C. FEA (Ansys) Results for C Cross-Section type of Ladder Chassis

Material Von Mises Stress Max. Shear Stress Deformation
(MPa) (MPa) (mm)
ASTM A710 Steel 151.8 77.69 5.92
ASTM A302 Alloy Steel 140.4 72.22 9.5
Aluminum alloy 6063-T6 115.48 66.55 15.18

193
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016
D. FEA (Ansys) Results for I Cross-Section type of Ladder Chassis
Material Von Mises Stress Max. Shear Stress Deformation
(MPa) (MPa) (mm)
ASTM A710 Steel 162.5 84.65 7.592
ASTM A302 Alloy Steel 152.7 79.34 11.20
Aluminum alloy 6063-T6 139.8 72.49 15.48

E. FEA (Ansys) Results for Rectangular Box Cross-Section type of Ladder Chassis
Material Von Mises Stress Max. Shear Stress Deformation
(MPa) (MPa) (mm)
ASTM A710 Steel 71.81 16.05 2.12
ASTM A302 Alloy Steel 60.64 11.168 3.06
Aluminum alloy 6063-T6 54.31 5.98 7.42

FIG 17 Graph showing Cross-Section v/s Stresses for ASTM A710Steel

FIG 18 Graph showing Cross-Section vs Stresses for ASTM A302 Alloy Steel

194
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016

FIG 19 Graph showing Cross-Section vs Stresses for Aluminum Alloy 6063-T6

IX. CONCLUSIONS
In the present work, ladder type chassis frame for TATA Turbo Truck was analyzed using ANSYS 14.5 software.
From the results, it is observed that the Rectangular Box section is having more strength than C and I Cross-section
type of Ladder Chassis. The Rectangular Box Cross-section Ladder Chassis is having least deflection i.e., 2.96 mm
and least Von Mises stress and Maximum Shear stress i.e., 54.31MPa & 5.98MPa respectively for Aluminum
Alloy 6063-T6 in all the three types of chassis of different cross section. Finite element analysis is effectively
utilized for addressing the conceptualization and formulation for the design stages. Based on the analysis results of
the present work, the following conclusions can be drawn.
1) Part is safe under the given loading condition.
2) To improve performance, geometry has been modified which enables to reduce stress levels marginally
well below yield limit.
3) The generated Von Mises Stress & Maximum Shear Stress is less than the permissible value so the design
is safe for all three materials.
4) Shear stresses were found minimum in Aluminum alloy 6063-T6 and maximum in ASTM A710 steel
under given boundary conditions.
5) Von Mises stresses were found minimum in Aluminum alloy 6063-T6 and maximum in ASTM A710
Steel under given boundary conditions.
6) The Rectangular Box Cross-section Type of Ladder Chassis is having least deflection, Von Mises stress
and Maximum Shear stress for Aluminum Alloy 6063-T6 in all the three types of materials of three
different cross section type of Ladder Chassis.

REFERENCES
[1] Abhishek Singh, et al, “Structural Analysis of Ladder Chassis for Higher Strength”, International Journal of Emerging
Technology and Advanced Engineering, ISSN: 2250-2459, Volume 4, Issue 2, February 2014.
[2] Patel Vijaykumar, et al, “Structural Analysis of Automotive Chassis Frame and Design Modification for Weight
Reduction”, International Journal of Engineering Research & Technology, ISSN: 2278-0181, Volume 1, Issue 3, May
2012.
[3] Vishal Francis, et al, “Structural Analysis of Ladder Chassis Frame for Jeep Using Ansys”, International Journal of
Modern Engineering Research, ISSN: 2249-6645, Volume 4, Issue 4, April 2014.
[4] Monika S.Agarwal, et al, “Finite Element Analysis of Truck Chassis”, International Journal of Engineering Sciences &
Research, ISSN: 2277-9655, December 2013.

195
 ISSN: 2319-5967
ISO 9001:2008 Certified
International Journal of Engineering Science and Innovative Technology (IJESIT)
Volume 5, Issue 1, January 2016
AUTHOR BIOGRAPHY

V. Deepanjali received her M Tech and B Tech degrees from Kakatiya University, Warangal. She has 3
years of teaching and industry experience. Her area of research interest includes Design engineering. She
has published more than 3 research papers in the international journal/ conferences. Currently V.
Deepanjali is an Assistant Professor of Department of Mechanical Engineering, Kakatiya Institute of
Technology and Science, Warangal, Telangana, India. She is a life member of ISTE.

A. Hari Kumar received his M E degree with specialization in Automation and Robotics, from
Osmania University, Hyderabad. He received M Sc degree from Ruhr University, Bochum, Germany in
Computational Engineering. He has 5 years of industry experience in automotive sector in the field of
occupant and pedestrian safety at Volkswagen, Germany. He has 7 years of teaching and research
experience with a total of 12 years of experience. His areas of research interest include Biomechanics,
Fracture Mechanics, Occupant & Pedestrian Safety and Finite Element Analysis. He has published more
than 5 research papers in the international journal/ conferences. Currently A. Hari Kumar is an Assistant
Professor of Department of Mechanical Engineering, Kakatiya Institute of Technology and Science,
Warangal, Telangana, India. He is a member of SAE INDIA and a life member of ISTE.

196