Design of Truck Chassis Frame With Various Cross Section

[Patel et al.
, 5(9): September, 2016] ISSN: 2277-9655

IC™ Value: 3.00 Impact Factor: 4.116
IJESRT
INTERNATIONAL JOURNAL OF ENGINEERING SCIENCES & RESEARCH
TECHNOLOGY
DESIGN AND ANALYSIS OF TATA 2518TC TRUCK CHASSIS FRAME WITH
VARIOUS CROSS SECTIONS USING CAE TOOLS
Akash Singh Patel *, Jaideep Chitransh
Department of Mechanical Engineering, UCER, Allahabad, India
DOI: 10.5281/zenodo.155097
ABSTRACT
Chassis is the French word was used to denote the frame parts or main structure of vehicle, which is now, denotes
the whole vehicle except body in case of heavy vehicles (that is vehicle without body is called chassis). In case of
light vehicles of mono construction, it denotes the whole vehicle except additional fittings in the body. 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. Role of the chassis frame
is to provide a structural platform that can connect the front and rear suspension without excessive deflection. Also,
it should be rigid enough to withstand the shock, twist, vibration and other stresses caused due to sudden braking,
acceleration, shocking road condition, centrifugal force while cornering and forces induced by its components. So,
strength and stiffness are two main criteria for the design of the chassis.
The present study has analyzed the various literatures. After a careful analysis of various research studies conducted
so for it has been found that there is the scope of optimizing different factors like weight, stress-strain values and
deformation etc. by varying cross sections for modeling and analysis. This paper describes the design and Structural
analysis of the heavy vehicle chassis with constraints of maximum stress, strain and deflection of chassis under
maximum load.
In the present work, the dimension of the TATA 2518TC chassis is used for the structural analysis of the heavy
vehicle chassis by considering three different cross-sections, Namely C, I, and Hollow Rectangular (Box) type cross
sections subjected to the same conditions. A three dimensional solid Modeled in the CAE software CATIA and
analyzed in ANSYS. The numerical results are validated with analytical calculation considering the stress
distribution and deformation.
KEYWORDS: Heavy truck chassis frame, CATIA, ANSYS, FEM, Assembly weight, stress, deformation.
INTRODUCTION
The major challenge in today’s ground vehicle industry is to overcome the increasing demands for higher
performance, lower weight, and longer life of components, all this at a reasonable cost and in a short period of time.
The chassis of trucks is the backbone of vehicles and integrates the main truck component systems such as the axles,
suspension, power train, cab and trailer. Since the truck chassis is a major component in the vehicle system, it is
often identified for refinement. There are many industrial sectors using this truck for their transportations such as the
logistics, agricultures, factories and other industries [1].
The chassis frame consists of side members attached with a series of cross members Stress analysis using Finite
Element Method (FEM) 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 used to predict the life span of the truck
chassis [2].
http: // www.ijesrt.com © International Journal of Engineering Sciences & Research Technology

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[Patel et al., 5(9): September, 2016] ISSN: 2277-9655
Principal Functions
Provide mounting points for the suspensions, the steering mechanism, the engine and gearbox, the final drive, the
fuel tank and the seating for the occupants. Protect the occupants against external impact,To safety carry the
maximum load, Holding all components together while driving, Accommodate twisting on even road surface,
Endure shock loading, It must absorb engine and driveline torque [3].
Layout of Chassis
Chassis is an important part of automobile. The chassis serves as a frame for supporting the body and different units
of automobile like engine, suspension, gearbox, braking system, steering, propeller shaft, differential, axle
assemblies, etc. are welded or bolted as shown in fig.1[4].
Fig: 1 Line diagrams of chassis

Types of chassis
1.Ladder Frame chassis
Ladder chassis is considered to be one of the oldest forms of automotive chassis or automobile chassis that is still
been used by most of the SUVs till today. It is also resembles a shape of a ladder which having two longitudinal rails
inter linked by several lateral and cross braces asshown in fig.2 [5].
Fig: 2 Ladder frame chassis

2. Backbone chassis
The other type of chassis is backbone chassis which has a rectangular tube like backbone and simple in structure. It
usually made up of glass fiber that is used for joining front and rear axle together and responsible for most of the
mechanical strength of the framework. The space within the structure is used for positioning the drive shaft in case a
rear-wheel drive. This type of chassis is strong enough to provide support smaller sports car besides it is easy to
make and cost effective [5].

[693]
Fig: 3 Backbone chassis

3. Monocoque Chassis
As for monocoque chassis, most modern cars now a days use this type of chassis. A monocoque chassis is a single
piece of framework that gives shape to the car. A one-piece chassis is built by welding several pieces together. It is
different from the ladder and backbone chassis as unlike them incorporated with the body in a single piece, whereas
the former only support the stress members. The demanding of a monocoque chassis highly increased since it is cost
effective and suitable for robotized production [5].
Fig: 4 Monocoque chassis

4. Tubular space frame chassis
In this study, it is decided that tubular space frame chassis is used for the urban car. Since ladder chassis is not
strong enough, motor racing engineers have developed a 3-dimensional design which known as tubular space frame.
Tubular space frame chassis employs dozens of circular-section tubes (some may use square section tubes for easier
connection to the body panels though circular section provides the maximum strength), position in different
directions to provide mechanical strength against forces from anywhere. These tubes are welded together and form a
complex structure [5].
Fig: 5 Space frame chassis

LITERATURE REVIEW
Literature Survey
Many researchers carried out study on truck chassis as follows:
Patel et al [1] have investigated and optimized a chassis design for Weight reduction of TATA 2516TC chassis
frame using Pro-Mechanica. Thy first find out the assembly weight, maximum stress, strain and displacement for the
existing section of chassis by using ANSYS Software after then they modified the dimensions of existing C-sections
and again find all and concluded that the existing “C” sections is better than all the sections with respect to the
Stress, Displacement, Strain and Shear stress except the weight. For the weight consideration modified “C” section
has less weight than the all sections which are studying in this paper. Finally By the use of modified “C” section,

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105.50 Kg (11 %) weight is saved per chassis assembly an.d in same manner cost may also be reduced
approximately 11%. From the results, modified “C” sections are used as an optimized section.
Murali et al [2] have investigated the critical point which has the highest stress using Finite Element Method (FEM).
This critical point is one of the factors that may cause the fatigue failure. For the modifications and analysis, the
existing truck chassis were added with stiffeners. Initially the thickness of the model, where the maximum deflection
occurs in bending analysis was increased to certain value with acceptable limit. And one more cross beam was
added at the center of the wheel base to add stiffness to the model. Series of modifications and tests were conducted
by adding the stiffener in order to strengthen and improved the chassis stiffness as well as the overall chassis
performances.
S. Prabakaran and K. Gunasekar [3] have studies the Structural Analysis of EICHER E2 (or 11.10) Chassis Frame
for the existing C-section. They first find out the assembly weight, maximum shear stress, maximum equivalent
stress and displacement for the existing C-section of chassis by using SOLID WORKS and ANSYS Software and
then they modified the existing C-section taking three different cases and find out the parameters for all cases. They
have investigated that the weight, maximum shear stress, maximum equivalent stress and displacement for the third
case are reduced respectively 6.68%, 12.14 %, 8.55 % and 11.20 %. So they concluded that by using FEM software
we can optimize the weight of the chassis frame and it is possible to analyze modified chassis frame before
manufacturing.
B. Ramana Naik and C. Shashikanth [4] have objective to analyze an automobile chassis for a 10 tonne vehicle. The
modeling is done using Pro-E, and analysis is done using ANSYS. The overhangs of the chassis are calculated for
the stresses and deflections analytically and are compared with the results obtained with the analysis software.
Modal Analysis is also done to find the natural frequency of the chassis and seen that it is above than its excitation
frequency. The Theoretical calculations and FE analysis results are compared and it is observed that they are within
the material properties. This frequency is more than 4 times the highest frequency of the excitation (i.e. 33 Hz)
hence the chassis can faithfully transmit the input excitation to the vehicle body without any amplification.
Kamlesh Y. Patil and Eknath R. Deore [5] have studies the Ladder Chassis frame of TATA 912 Diesel Bus and The
model of the chassis was created in Pro-E and analyzed with ANSYS for Various Cross Sections for same load
conditions. They observed that the Rectangular Box (Hollow) section is more strength full than the conventional
steel alloy chassis with C and I design specifications. The Rectangular Box (Hollow) section is having least
deflection i.e., 2.683 mm and stress is 127 N/mm2 in all the three type of chassis of different cross section.
Sharma et al [6] have studies the chassis of a Heavy Vehicle TATA LPS 2515 EX with three different alloys
subjected to the same conditions of the steel chassis. The three material used for the chassis are grey cast iron,
AISI4130 alloy steel and ASTM A710 STEEL GRADE A. The three different vehicle chassis have been modeled
by considering three different cross-sections. Namely C, I, and Box type cross sections. A three dimensional solid
Model was built in the CAE software CATIA V5 parametric and the analysis was done in ANSYS-14.5. The results
shows that the default material for the chassis i.e. A709M Grade 345 W Structure steel shows strength equal to the
AISI 4130 steel alloy but in case of the deformation AISI 4130 alloy is superior to structure steel. So, for the
consideration of alloy for the chassis AISI 4130 alloys is better than others and for different cross sections of the
chassis C-section chassis is suitable for the heavy trucks.
Lenin et al [7] modeled a chassis used in a TATA ACE using CATIA. Structural and modal analyses are done on
chassis using ANSYS. The analysis is done using three materials Cast Iron, Aluminum and E-GLASS EPOXY. By
observing structural analysis results, the stress values for Glass Epoxy and E –Glass Epoxy are less than their
respective allowable stress values. So using composites for chassis is safe. From the obtained ANSYS results it was
found that the suitable proposed material for automotive chassis is Glass Fiber Reinforced Plastic Materials. But,
when compared with GFRP the cost of CFRP will be higher therefore here considered that, the GFRP material is
suitable for automotive chassis. Also when compared different section it is found that the I-section will be suitable
for this application.

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Vijay Kumar V. Patel and Prof. R. I. Patel [11] have investigated and optimized a chassis design of EICHER E2 (or
11.10) for Weight Reduction same manner as done by S. Prabakaran and K. Gunasekar but they used Pro-E softer
for modeling and find the same results.
Patel et al [14] have investigated the stress and deformation developed in chassis frame of EICHER 11.10. The
model of the chassis has been developed in SOLID WORKS 2009 and static structural analysis has been done in
ANSYS workbench. The analysis gives maximum shear stress and total deformation which are in desired limit, so
the design is safe.
Potdar et al [15] used approximate dimensions to model the N1 type TATA Ace chassis. Software used was CATIA
V5 for modeling and ANSYS Workbench for analysis. Concluded that the deflection due to bending of the Chassis
Members can be evaluated using Static Finite Element Analysis instead of conventional time consuming
calculations. The overall bending stiffness of the Chassis is 13724 N/m which is under 22000N/m, permissible range
for N1 Vehicle Category.
Problem Formulation
The present study has analyzed the various literatures. After a careful analysis of various research studies conducted
so for it has been found that there is the scope of optimizing different factors like weight, stress-strain values and
deformation etc. by varying cross sections for modeling and analysis. This paper describes the design, Structural
analysis & optimization of the heavy vehicle chassis with constraints of maximum stress, strain and deflection of
chassis under maximum load. Our work is to design and analyze the heavy vehicle chassis to reduce weight, stress-
strain values and deformation etc.
Objectives of proposed work
In the present work, the dimension of the TATA 2518TC chassis is used for the structural analysis of the heavy
vehicle chassis modeled by considering three different cross-sections, namely C, I, and Rectangular Box (Hollow)
type cross sections subjected to the same condition. A three dimensional solid Modeled in the CAE software CATIA
V5 and analyzed in ANSYS 14.0. The numerical results will be validated with analytical calculation considering the
stress distribution, deformation.
CHASSIS FRAME CROSS SECTIONS

To appreciate the design and construction of a vehicle’s chassis an understanding of the operational environment is
necessary. Once the operating conditions are known, a comparison of the different available chassis-member cross-
section shapes can be made. The flowing sections examine and illustrate the basic requirements of the chassis.
1. “C”-Channel sections
It has good resistance to bending, used in long section of the frame [1].
Fig: 6 “C”-Channel sections

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2. “I”- Sections
It has good resistance to both bending and torsion. Due to clamping reason generally “I” section is not used for the
practical use.
Fig: 7 “I”- Sections

3. Box sections
It has good resistance to both bending and torsion, used in short members of frames.
Fig: 8 Box- Sections

4. Tubular sections
It has good resistance to torsion. Tubular section is used these days in three wheelers, scooters pick-ups and bicycle.
Fig: 9 Tubular sections
CHASSIS FRAME MATERIAL

Currently the material used for the chassis (TATA 2518TC) is as per IS: - 9345 standard is structural steel with St
37. Structural steel in simple words with the varying chemical composition leading to changes in names. The typical
chemical composition of the material is[6]:
0.565%C, 1.8% Si, 0.7%Mn, 0.045%P and 0.045%S.
Physical Property of the ST37:-
Modulus of Elasticity = 210 GPa = 2.10 x 105 N / mm2
Density = 7850 kg/m3
Ultimate Tensile Strength = 460 MPa = 460 N / mm2
Yield Strength = 260 MPa = 260 N / mm2
Poisson Ratio = 0.29

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ANALYTICAL CALCULATIONS
Table: 1 Specification of Existing Heavy Vehicle TATA LPT 2518 TC Truck Chassis frame
S. No. Parameters Value
1 Total length of the chassis 9010 mm
2 Width of the chassis 2440 mm
3 Wheel Base 4880 mm
4 Front Overhang 1260 mm
5 Rear Overhang 2155 mm
6 Ground Clearance 250 mm
7 Capacity (GVW) 25 ton
8 Kerb Weight 5750 Kgs
9 Payload 19250 Kgs
Side bar of the existing chassis frame are made from “C” Channels with Height (H) = 285 mm, Width (B)
= 65mm, Thickness (t) = 7 mm
Basic Calculation for Chassis Frame
Model No. = LPT 2518 TC (TATA)
Capacity of Truck = 25 ton (Kerb Weight+ Payload)
= 25000 kg = 245250 N
Capacity of Truck with 1.25% = 245250 * 1.25 N = 306562 N
Total Load acting on the Chassis = 306562 N
All parts of the chassis are made from “C” Channels with 285mm x 65mm x 7mm. Each Truck 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 = Total load acting on the chassis / 2
= 306562 /2
=153281 N / Beam
Loading Conditions
Beam is simply clamp with Shock Absorber and Leaf Spring. So Beam is a Simply Supported Beam with uniformly
distributed load. Load acting on Entire span of the beam is 153281 N. Length of the Beam is 9010 mm.
Uniformly Distributed Load is 153281 / 9010 = 17.0 N/mm
According to loading condition of the beam, a beam has a support of three axle means by three wheel axles C, D and
E. Total load reaction generated on the beam is as under:-
Fig: 10 Total load generated on the beam

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Fixed End Moment
This is the indeterminate structure of beam.
Fig: 11 Consideration of fixed end moments

̅ CA = 17∗1260∗1260 = 13494600 N mm
M
2
̅ CD = −17∗4165∗4165 = -24575235.42 N mm
M
12
̅ DC = +24575235.42 N mm
M
̅ DE = −17∗1430∗1430 = -2896941.667 N mm
M
12
̅ ED = +2896941.667 N mm
M
̅ EB = −17∗2155∗2155 = -39474212.5 N mm
M
2
Total restraint moment at “C”
̅C = M
M ̅ CA+ M̅ CD = 13494600 -24575235.42 = -11037364.58 N mm
Total restraint moment at “E”
̅E = M
M ̅ ED+ M̅ EB = 2896941.667 -39474212.5= -36577270.83 N mm
For the span “CD”
MCD = - M̅ CA= -13494600 N mm
̅
MDC = MDC - M ̅ C\2 + 3𝐸𝐼 ib = 24575235.42 + 11037364.58\2 + 3𝐸𝐼 ib
𝑙 4165
3𝐸𝐼
= 30093917.71 + ib
4165
For the span “DE”
MED = - M̅ EB = 39474212.5 N mm
3𝐸𝐼 3𝐸𝐼
̅ DE - M
MDE = M ̅ E\2 + ib = -2896941.667 + 36577270.83\2 + ib
𝑙 1430
3𝐸𝐼
= 15391693.75 + ib
1430
Equilibrium condition at “D”

̅ DC+ M
M ̅ DE = 0
3𝐸𝐼 3𝐸𝐼
30093917.71 + ib + 15391693.75 + ib = 0
4165 1430
EI ib = - 1.624486 * 1010
Substituting the value of EI ib
MDC = 18392938.12 N mm
MDE = - 18688432.12 N mm

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Fig:12 Fixed end moments

Calculations for Reaction and Shear Force Diagram
RCL = 17 * 1260 = 21420 N ( ↑ )
17∗4165 13494600−18688432.12
RCR = + = 34155.48 N ( ↑ )
2 4165
RDL = 17*4165 – 34155.48 = 36649.52 N ( ↑ )

17∗1430 18688432.12−39474212.5
RDR = + = - 2380.51 N ( ↓ )
2 1430
REL = 17*1430 + 2380.51 = 26690.51 N ( ↑ )

RER = 17*2155 = 36635 N ( ↑ )
∴ RC = RCL + RCR = 55575.48 N ( ↑ )
RD = RDL + RDR = 34269.01 N ( ↑ )
RE = REL + RER = 63325.51 N ( ↑ )
Fig: 13 Shear Force Diagram

Calculations for Bending Moment Diagram:-
MA = 0 N mm
̅ CA= - 13494600 N mm
MC = - M
17∗ 4165∗ 4165
MP = = 36862853.13 N mm
8
MD = MDE = - 18688432.12 N mm
17∗ 1430∗ 1430
MQ = = 4345412.5 N mm
8

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ME = M̅ EB = -39474212.5 N mm
MB = 0 N
So the maximum bending moment occurs at “E”
Mmax = ME = -39474212.5 N mm
Fig: 14 Bending Moment Diagram

Calculations for the Maximum Deflection
Fig: 15 Reaction generated on the beam

We consider a section x-x in “EB” span at x distance from A.
Taking moment of all forces about x-x section
Mxx = -8.5x2 + RC(x-1260) + RD(x-5425) + RE (x-6855)
According to Macaulay’s theorem
𝑑2𝑦
Mxx = EI 2 = -8.5x2 + RC(x-1260) + RD(x-5425) + RE (x-6855)
𝑑𝑥
On integrating with respect to x we get
𝑑𝑦 −17x3 (x−1260)2 (x−5425)2 (x−6855)2

EI = +C1 +RC +RD +RE
𝑑𝑥 6 2 2 2
Again integrating with respect to x we get
−17x4 (x−1260)3 (x−5425)3 (x−6855)3

EIy = +C1x + C2 +RC +RD +RE ⋯ ⋯ ⋯1
24 6 6 6
Applying the boundary conditions

At x = 1260mm, y = 0
−17∗12604
0= +C1* 1260 + C2 ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯ ⋯2
24

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At x = 6855mm, y = 0
−17∗68554 (5595)3 (1430)3
0= +C1* 6855 + C2 +55575.48 +34269.01 ⋯3
24 6 6
Solving equation 2 and 3 we get
C1 = - 1.384*1010
And C2 = 1.922 * 1013
Putting these values in equation 1 we get
1 −17x4 (x−1260)3 (x−5425)3
y= [ − 1.384 ∗ 1010 x + 1.922 ∗ 1013 + 55575.48 + 34269.01 +
𝐸𝐼 24 6 6
(x−6855)3
63325.51 ] ⋯⋯⋯⋯⋯⋯ 4
6
The above equation is the general equation for deflection in chassis. The deflections at the supports (C, D, and E) are
zero.
Deflection at “A” (i.e. x = 0)
1.922∗ 1013
yA =
𝐸𝐼
Deflection at “B” (i.e. x = 9010mm)
−9.0976 ∗ 1013
yB =
𝐸𝐼
So the maximum deflection occurs at “B”
−9.0976 ∗ 1013
ymax = yB = ⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯ 5
𝐸𝐼
For C- Section
Radius of Gyration R = (285 / 2) = 142.5 mm
b =65mm, h =285mm, b1 =58mm, h1 =271mm,
y = h /2 = 285 /2 = 142.5 mm
Fig: 16 Main “Channel” section

Moment of Inertia around the X – X axis:-
I XX = [bh3- b1 h13] / 12
= [65* 2853- 58* 2713] / 12
= 29195623.92 mm4
Section of Modules around the X – X axis:-
Z XX = I XX / y = 29195623.92/ 142.5 = 204881.572 mm3
Basic Bending equations are as follow:-
𝑀 𝜎 𝐸
= = ⋯⋯⋯ ⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯⋯ 6
𝐼 𝑦 𝑅
Maximum Bending Moment acting on the Beam
M max = -39474212.5 N mm
Z = 204881.572 mm3
Stress produced on the Beam
𝑀 −39474212.5
σ= = = -192.669 N/ mm2
𝑍 204881.572
Maximum Deflection produced on the Beam
E = 210000 MPa = 2.10 x 105 N / mm2

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I =29195623.92 mm4
−9.0976 ∗ 1013 −9.0976 ∗ 1013
ymax = = = - 14.839 mm
EI 210000∗29195623.92
According deflection span ratio is allowable for simply supported beam is 1/ 300
According to 1 / 300 for 9010 length
= 9010 / 300 = 30.03 mm, So 14.839 mm is safe.
For I- Section
b =105mm, h =250mm, b1 =46.15mm, h1 =224.6mm,
y = h /2 = 250 /2 = 125 mm
Figure.17 Main “I” section

I XX = [bh3- 2b1 h13] / 12
= [105* 2503- 2* 46.15* 224.63] / 12
= 49572297.92 mm4
Z XX = I XX / y = 49572297.92 / 125 = 396578.4 mm3
𝑀 −39474212.5
σ= = = - 99.537 N/ mm2
𝑍 396578.4
−9.0976 ∗ 1013
ymax = = - 8.739 mm
210000∗49572297.92
So 8.739 mm is safe
For Hollow Rectangular- Section
Fig: 18 Main “Hollow Rectangular” section

b =105mm, h =250mm, b1 =79.6mm, h1 =224.6mm,
y = h /2 = 250 /2 = 125 mm
I XX = [bh3- b1 h13] / 12
= [105* 2503- 79.6* 224.63] / 12
= 61563196.525 mm4
Z XX = I XX / y = 61563196.525 / 125 = 492505.572 mm3
𝑀 −39474212.5
σ= = = - 80.150 N/ mm2
𝑍 492505.572

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−9.0976 ∗ 1013
ymax = = - 7.037 mm
210000∗61563196.525
So 7.037 mm is safe
METHODOLOGY FOR MODELING AND ANALYSIS

A three dimensional solid Model of the TATA 2518TC chassis modeled in the CAE software CATIA and
the analysis done in ANSYS as shown in fig.19. The procedure of modeling and analysis consists of [7]:
 Collection of the dimensions of TATA LPT 2518 TC chassis frame.
 Design of three different Computer Models of chassis frame using CATIA for different cross sections C, I
and Box.
 Each model implemented in ANSYS for FE Analysis for different parameters like: ‘assembly weight’,
‘stress’ and ‘deformation’ etc.
 Checking all parameters whether they are within permissible limit or not for selected materials.
 Optimization and Validation of result.
 Final results and Conclusions.
Fig: 19 Procedures for Modeling and Analysis

CATIA
CATIA (Computer Aided Three-Dimensional Interactive Application) is a multi-platform CAD/CAM/CAE
commercial software suit developed by the French company Dassault Systems directed by Bernard Charles. It is
basically used in the design of aerospace, automobile, shipbuilding, architecture and construction, power plant and
other industries. Firstly named CATI (Conception Assisted Tridimensional Interactive), it was renamed CATIA in
1981 when Dassault created a subsidiary to develop and shell the software.
CATIA provides 3D experience platform including surfacing and shape design, electrical fluid and electronics
systems design, mechanical engineering and systems design. It is basically developed for the field such as systems
Architecture Engineering, System Dynamics and Performance Engineering, 3D Master Conceptual Design,
Mechanical and Shape Design, Sheet Metal Design Engineering and Virtual to Real Optimization etc.
ANSYS
For doing analysis of the model created in CATIA V5, we used the finite element solver ANSYS 14.0. ANSYS is a
general purpose finite element analysis (FEA) software package. Finite Element Analysis is a numerical method of
deconstructing a complex system into very small pieces (of user-designated size) called elements. The software
implements equations that govern the behavior of these elements and solve them all creating a comprehensive

[704]
explanation of how the system acts as a whole. These results then can be presented in tabulated or graphical forms.
This type of analysis is typically used for design and optimization of a system for too complex to analyze by hand.
Systems that may fit into this category are too complex due to their geometry, scale, or governing equations.
ANSYS is the standard FEA teaching tool within the mechanical engineering.
Generic Steps to solving any problem in ANSYS:
 Build Geometry
Construct a two or three dimensional model of the object using work plane coordinate system within ANSYS.
The model of object created in CATIA may also direct implemented in ANSYS geometry modeler.
 Define Material Properties:
Now that the part exists, define a library of necessary materials that compose the object modeled. This
includes mechanical and thermal properties.
 Generate Mesh:
At this point ANSYS understands the makeup of the part. Now define how the modeled system should be
broken down into finite pieces.
 Apply Boundary Conditions:
Once the system is fully designed, the next task is to burden the system with constraints, such as supports and
physical loadings.
 Obtain Solutions:
This is actually a step, because ANSYS needs to understand within what state (Steady, transient state…etc.) the
problem must be solved.
 Present the Results:
After the solution has been obtained, there are many ways to present ANSYS results, choose from many options
such as graphs, tables, and contour plots.
GEOMETRIC MODELING
A three dimensional solid Model of the TATA 2518TC chassis modeled in the CAE software CATIA V5. In order
to build the model accurately, the design specifications and measurements needed to be acquired in order to replicate
a ladder frame model.
Creating Parts
The approach used was to build each part of the chassis (side and cross members) as a separate part in CATIA V5.
Consequently building a model in CATIA V5 usually starts with building 2D sketches. The sketch consists of
geometry such as points, lines, arcs, conics, and splines. Dimensions are added to the sketch to define the size and
location of the geometry. Relations are used to define attributes such as tangency, parallelism, perpendicularity, and
concentricity. The parts of “C” section chassis frame are shown in fig.21.
Fig: 20 Dimension of Side and Cross members of Channel section

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First type Cross members Second type Cross members
Side members Strips used at joints

Fig: 21 Parts of “C”- Section Chassis frame design on CATIA
Making Assembly
Once each part and sub-assembly was completed they were combined together in an assembly as shown in fig15. In
an assembly, the equivalents to sketch relations are mates. Just as sketch relations define conditions such as
tangency, parallelism, and concentricity with respect to sketch geometry, assembly mates define equivalent relations
with respect to the individual parts or components, allowing the easy construction of assemblies.
Fig:22 “C”-Section Chassis Frame Assemble on CATIA

The different colors represent different components/parts of the model.
Drawing and Detailing
Fig: 23 Top view details

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Fig: 24 Front and Side view details

“I”-Section Chassis Frame
Fig: 25 Dimension of Side and Cross members of I- section
Cross members Side members

Fig: 26 Parts of “I”- Section Chassis frame design on CATIA
Fig: 27 Complete Assemble of parts on CATIA


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Hollow rectangular (box)-section chassis
Fig: 28 Dimension of Side and Cross members of Box- section
Cross members Side members

Fig: 29 Parts of “Box”- Section Chassis frame design on CATIA
Fig: 30 Complete Assemble of parts on CATIA

STRUCTURAL ANALYSIS
For doing analysis of the model created in CATIA V5, we used the finite element solver ANSYS 14.0. ANSYS is a
general purpose finite element analysis (FEA) software package. The geometric model created in CATIA is
implemented in ANSYS as shown in figs.31, 36 and 39.
Meshing
At this point ANSYS understands the makeup of the part. Now define how the modeled system should be broken
down into finite pieces. A meshing plan was determined to outline a continuous mesh. Using planar shell elements,
the finite elements were meshed from all the geometric 2D surfaces of each component into their corresponding

[708]
finite element component. The elements used for the meshing were 2D higher order triangle or quadrilateral
elements. The uses for these elements were in the calculations of plane strain and plane stress. This choice of
element provides information on local stress and strain for thin walled structures, such as the ladder frame. The
meshed model of chassis frame is shown in fig.32.
Loads and Boundary Conditions
Loads and boundary conditions are used to create loading and testing parameters needed to simulate realistic driving
conditions of the vehicle. The loads applied to the vehicle consider the highest tolerable forces to a chassis structure
that would cause irreversible damage. The highest tolerable forces should cover bending, torsional, lateral and
vibrational formats to cover the full spectrum of potential loads on a vehicle. These will be used to simulate driving
cases such as driving over potholes, bumpy roads, aggressive cornering and large accelerations (including braking).
The constraints of the model depend on both the connectivity of the vehicle components and the particular loading
case. For this model the total load acting on chassis frame is 306562 N as shown in fig.33.
Structural Analysis of “C”- Section
Fig: 31 Geometric model of channel section
Fig: 32 Mesh model
Fig: 33 Boundary Conditions

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Fig: 34 Stress distributions in “C”- Section
Fig: 35 Displacement pattern in “C”- Section

Structural Analysis of I- Section
Fig: 36 Geometric Model of I- Section
Fig: 37 Stress distributions in I- Section

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Fig: 38 Displacement pattern in I- Section

Structural Analysis of Box- Section
Fig: 39 Geometric Model of Box- Section
-
Fig: 40 Stress distributions in Box- Section
Fig: 41 Displacement pattern in Box- Section

[711]
RESULTS AND DISCUSSION
The stress distribution and deformation pattern for the C-channel cross section are shown in Figs. 34 and 35.The
stress distribution and deformation pattern for the I-Cross section is depicted in Figs. 37 and 38. The stress
distribution and deformation pattern for the Box-Cross section is depicted in Figs. 40 and 41.
Table 2: FE Analysis Results
Section/ Parameter Weight(kg) Stress(N/mm2) Deformation(mm)
“C” 838.89 170.02 13.822
“I” 1548.2 93.660 8.3827
Box 2228.4 77.801 6.7323

From the results, it is observed that the Rectangular Box (Hollow) section is more strength full than the conventional
deflection i.e., 6.7323 mm and stress is 77.801 N/mm2 in all the three type of chassis of different cross section.
FEA Model Validations
The analytical results of deformation and stress distribution computed using Eqs. (5) and (6) respectively as
tabulated in Table 3. Table 3 shows the stress distribution and deformation values for different cross sections and
compared with the analytical values.
Table 3: Comparsion of Results
Analytical Method FE Analysis
Section
Stress Deformation Stress Deformation
(N/mm2) (mm) (N/mm2) (mm)
“C” 192.67 14.839 170.02 13.822
“I” 99.54 8.739 93.660 8.3827
Box 80.1498 7.037 77.801 6.7323
It can be inferred from the tabulation that the numerical values of the stress and deformation are less than analytical
results; these represents the FEA models are within permissible limits, so the all design are safe.
CONCLUSION
The existing heavy vehicle chassis of TATA 2518 TC is taken for design and analysis with different cross sections.
The model of the chassis was created in CATIA V5 and analyzed with ANSYS 14.0 for same load conditions. After
analysis a comparison is made between chassis section and other sections in terms of deformation and stresses, to
select the best one.
From the results, it is observed that the Rectangular Box (Hollow) section is more strength full than the conventional
deflection i.e., 6.7323 mm and stress is 77.801 N/mm2 in all the three type of chassis of different cross section. So, in
different cross sections of the chassis Box-section chassis is suitable for the heavy trucks.
Finally the analysis using different cross sections has been successfully accomplished. The work not only provides
an analysis of the chassis but also presents the scope for its modification in actual. Also the optimized chassis is
capable to carry the loads beyond the previous payload.
Future Scope of Research
In future, for this heavy vehicle future research might attempt to consider different materials of chassis frame and
considering different parameters such as:
 Normal strain, shear strain, shear stress, thermal stress, strain energy, stiffness (both bending and torsion)
and fatigue life etc.

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Some other analysis would be done like: Modal analysis and fatigue failure analysis etc.
Also the chassis frame would be optimized by modifying the dimensions of chassis frame cross sections.
ACKNOWLEDGEMENTS
I wish to express my sincere thanks to project guide Mr. Atul Shrivastva and all Faculties of Mechanical Department
for his cordial support in every step and constant encouragement for this paper, help and guidance given by him time
to time shall carry me to publish this paper.
REFERENCES
[1] Mr. Rahul L. Patel, Mr. Divyesh B. Morabiya and Mr. Anil N. Rathour “Weight optimization of chassis
frame using Pro-Mechanica” ISSN: 2348-8360, SSRG International Journal of Mechanical Engineering
(SSRG-IJME) - vol. 1 Issue 8, pp.4-9, December 2014.
[2] Goolla Murali, Subramanyam B and Dulam Naveen “Design Improvement of a Truck Chassis based on
Thickness”Altair Technology Conference, Sigma Consultancy Service India pp1-6, 2013.
[3] S.Prabakaran and K.Gunasekar “Structural Analysis of Chassis Frame and Modification for Weight
Reduction” ISSN: 2277-9655, International Journal of Engineering Sciences & Research Technology
(IJESRT) - vol. 3 Issue 5, pp.595-600, May, 2014.
[4] B. Ramana Naik and C. Shashikanth “Strength Analysis on Automobile Chassis” ISSN: 2348-4845,
International Journal & Magazine of Engineering, Technology, Management and Research Vol. 2 Issue
11, pp. 1494-1501, Nov.-2015.
[5] Kamlesh Y. Patil and Eknath R. Deore “Stress Analysis of Ladder Chassis with Various Cross Sections”
ISSN: 2278-1684, IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE) Vol. 12, Issue 4, pp.
111-116, August- 2015.
[6] Abhishek Sharma, Mr. Pramod Kumar, Abdul Jabbar and Mohammad Mamoon Khan “Structural Analysis
of a Heavy Vehicle Chassis Made of Different Alloys by Different Cross Sections” ISSN: 2278-0181,
International Journal of Engineering Research & Technology (IJERT) Vol. 3 Issue 6, pp. 1778 1785, June-
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[7] N. Lenin Rakesh, K. Gowtham Kumar and Dr. J. Hameed Hussain “Design and Analysis of Ashok
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Innovative Research in Science, Engineering and Technology, Vol. 3, Issue 11, , pp. 17546-17551,
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[8] Roslan Abd Rahman, Mohd Nasir Tamin and Ojo Kurdi “Stress Analysis of Heavy Duty Truck Chassis as
a Preliminary Data for its fatigue life Prediction using FEM” Journal Mekanikal, vol. 26,pp. 76-85,
December-2008.
[9] Manpreet Singh Bajwa, Sinthiya Pundir and Amit Joshi “Static Load Analysis of Tata Super Ace Chassis
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Mechanical and Production Engineering, Vol. 1, Issue- 3, pp. 41-45, Sept-2013.
[10] R. L. Patel, K.R. Gawande and D.B. Morabiya “Design and analysis of chassis frame of TATA 2516TC”
ISSN: 2321-9653, International Journal for Research in Applied Science and Engineering
Technology(IJRASET)- Vol. 2 Issue III, pp.115-119, March 2014.
[11] Patel Vijay kumar V, Prof. R. I. Patel “Structural Analysis of Automotive Chassis Frame and Design
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Technology (IJERT) Vol. 1 Issue 3, pp.1-6, May-2012.
[12] Singarajan Nagammal Vijayan and Sathiavelu Sendhilkumar “Structural Analysis of Automotive Chassis
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[13] Chintada.Vinnod babu , Chiranjeeva Rao.Seela and Vykunta Rao.Matta “Structural Analysis of Eicher
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[14] Tushar M. Patel, Dr. M. G. Bhatt and Harshad K. Patel “Analysis and validation of Eicher 11.10 chassis
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[714]

Design of Truck Chassis Frame With Various Cross Section

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[Patel et al.

, 5(9): September, 2016] ISSN: 2277-9655

http: // www.ijesrt.com © International Journal of Engineering Sciences & Research Technology

Fig: 1 Line diagrams of chassis

Fig: 2 Ladder frame chassis

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Fig: 3 Backbone chassis

Fig: 4 Monocoque chassis

Fig: 5 Space frame chassis

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CHASSIS FRAME CROSS SECTIONS

Fig: 6 “C”-Channel sections

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Fig: 7 “I”- Sections

Fig: 8 Box- Sections

Fig: 9 Tubular sections

CHASSIS FRAME MATERIAL

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Fig: 10 Total load generated on the beam

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Fig: 11 Consideration of fixed end moments

Equilibrium condition at “D”

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Fig:12 Fixed end moments

RDL = 17*4165 – 34155.48 = 36649.52 N ( ↑ )

REL = 17*1430 + 2380.51 = 26690.51 N ( ↑ )

Fig: 13 Shear Force Diagram

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Fig: 14 Bending Moment Diagram

Fig: 15 Reaction generated on the beam

𝑑𝑦 −17x3 (x−1260)2 (x−5425)2 (x−6855)2

Again integrating with respect to x we get

−17x4 (x−1260)3 (x−5425)3 (x−6855)3

Applying the boundary conditions

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Fig: 16 Main “Channel” section

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Figure.17 Main “I” section

Fig: 18 Main “Hollow Rectangular” section

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METHODOLOGY FOR MODELING AND ANALYSIS

Fig: 19 Procedures for Modeling and Analysis

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Fig: 20 Dimension of Side and Cross members of Channel section

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First type Cross members Second type Cross members

Side members Strips used at joints

Fig:22 “C”-Section Chassis Frame Assemble on CATIA

Fig: 23 Top view details

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Fig: 24 Front and Side view details

Fig: 25 Dimension of Side and Cross members of I- section

Cross members Side members

Fig: 27 Complete Assemble of parts on CATIA

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Fig: 28 Dimension of Side and Cross members of Box- section

Cross members Side members

Fig: 30 Complete Assemble of parts on CATIA