International Journal of Research and Innovation (IJRI)
International Journal of Research and Innovation (IJRI) 1401-1402
STRUCTURAL ANALYSIS OF HEAVY VEHICLE CHASSIS USING COMPOSITE MATERIAL
D. Dhana Sudheer 1, D.Gopichand2, 1 Research Scholar, Department Of Mechanical Engineering, Mother Theresa Institute of Technology(mist) Khammam,India. 2 Assistant professor , Department Of Mechanical Engineering, Mother Theresa Institute of Technology(mist) Khammam,India.
Abstract Automotive chassis is a skeletal frame on which various mechanical parts like engine, tires, axle assemblies, brakes, steering etc. are bolted. The chassis is considered to be the most significant component of an automobile. It is the most crucial element that gives strength and stability to the vehicle under different conditions. hicle).
This thesis deals with the design optimization and material suggestion for heavy vehicle chassis (container ve-
In the first step literature survey will be conducted for further processes (for the selection of material and geometric selection). In the next step modeling will be done to carry out the analysis. Structural Analysis will be conducted using traditional material M.S; Composite materials FRP (E-glass)& Carbon epoxy (S-2 glass), also analysis will be conducted on present and updated models. In the next step impact test and fatigue analysis will be conducted on same to find impact and fatigue characteristics. Objective: By doing this project chassis manufacturing company can save time & efforts because of easy manufacturing method. End user can save money on chassis purchase and savings on reduced fuel consumption due to low weight of chassis with composites.
*Corresponding Author: D. Dhana Sudheer , Research Scholar, Department Of Mechanical Engineering, Mother Theresa Institute of Technology(mist) Khammam,India. Published: Sep 24, 2014 Review Type: peer reviewed Volume: I, Issue : III
Citation: D. Dhana Sudheer , Research Scholar (2014) STRUCTURAL ANALYSIS OF HEAVY VEHICLE CHASSIS USING COMPOSITE MATERIAL
Problem Description Chassis is one of the major part in vehicle construction .Generally chassis is made of mild steel, these type of chassis models are due to heavy weight vehicle is giving less mileage and also cost of the chassis is high. Rectification Methodology AAs we know that weight of the chassis is the major problem in manufacturing,cost and mileage aspects. In this thesis composite materials (FRP and CRPF) will be analyzed for the replacement of traditional materials structure.
Composites are very low weight than mild steel and honey comb is one of the efficient composite for structure with very low weight and good structural stability. Introduction To Chassis The chassis forms the main structure of the modern automobile. A large number of designs in pressedsteel frame form a skeleton on which the engine, wheels, axle assemblies, transmission, steering mechanism, brakes, and suspension members are mounted. During the manufacturing process the body is flexibly bolted to the chassis. This combination of the body and frame performs a variety of functions. It absorbs the reactions from the movements of the engine and axle, receives the reaction forces of the wheels in acceleration and braking, absorbs aerodynamic wind forces and road shocks through the suspension, and absorbs the major energy of impact in the event of an accident. There has been a gradual shift in modern small car designs. There has been a trend toward combining the chassis frame and the body into a single structural element. In this grouping, the steel body shell is reinforced with braces that make it 49
International Journal of Research and Innovation (IJRI)
rigid enough to resist the forces that are applied to it. To achieve better noise-isolation characteristics, separate frames are used for other cars. The presence of heavier-gauge steel components in modern separate frame designs also tends to limit intrusion in accidents. Introduction Of Chassis Frame: AChassis is a French term and was initially used to denote the frame parts or Basic Structure of the vehicle. It is the back bone of the vehicle. A vehicle without body is called Chassis. The components of the vehicle like Power plant, Transmission System, Axles, Wheels and tyre, Suspension, Controlling Systems like Braking, Steering etc., and also electricalsystem parts are mounted on the Chassis frame. It is the main mounting for all the components including the body. So it is also called as Carrying Unit. Layout Of Chassis And Its Main Components: The following main components of the Chassis are 1. Frame: it is made up of long two members called side members riveted together with the help of number of cross members. 2. Engine or Power plant: It provides the source of power 3. Clutch: It connects and disconnects the power from the engine flywheel to the transmission system. 4. Gear Box 5. U Joint 6. Propeller Shaft 7. Differential Functions Of The Chassis Frame: 1. To carry load of the passengers or goods carried in the body. 2. To support the load of the body, engine, gear box etc., 3. To withstand the forces caused due to the sudden braking oracceleration 4. To withstand the stresses caused due to the bad road condition. 5. To withstand centrifugal force while cornering Types Of Chassis Frames: There are three types of frames 1. Conventional frame 2. Integral frame 3. Semi-integral frame Design Goals Chassis And Body Structure The vehicle design starts up with conceptual studies to define size, number and location of un-driven and drive axles, type of suspension, engine power, transmission, tire size and axle reduction ratio, cab size and auxiliary equipment. The selected configu-
ration has to be suitable for the considered transportation tasks and should match the existing production line. Either new vehicle type is generated or a certain improvement over existing types has to be achieved. Because of the fierce competition, and advanced technology in engineering, manufacturing and service and strenuous work is required to be successful. Having defined the general configuration of a vehicle, let us now concentration the main structural components. The most important function of the "backbone" is supporting and distributing the loads originating from. • payload including its vessels • axles with their fixtures • coupling device • drive train • truck cabin including top sleeper/windshield • inertia forces • forced deformation • special service functions like cab tilt mechanism, cargo handling • equipment In addition to the primary structural functions, the chassis has to incorporate accessories, optional and special equipment like hydraulics, and electrical wiring and piping systems. Altogether, space is very limited and sometimes only small cross section dimensions are usable for the main structure. Chassis Improvements
As standard, most chassis are designed to meet a minimum set of requirements at a reasonable price - as such, there are usually improvements that can be made for vehicles that are going to be used for heavy duty applications and racing. Material Choice If possible, one of the best ways to improve upon a design is to ensure that the most suitable materials are being used. Steel, for example, is available in various grades, and rebuilding a chassis using a higher grade will give strength benefits - In drag racing, the chassis of a competing vehicle must be built from a minimum grade of metal in order to run in certain classes. Another good example of this is in tubing; the cheapest way to make tubing is to take a flat sheet of metal, roll it into shape, and then weld the seam (such tubes are referred to as electrical resistance welded, or ERW - the picture on the left shows a machine used to do this on an industrial scale). However, this seam can be a weak point, and so extruding out a tube in one (seamless) piece is preferable. Given that most of the time, a space frame chassis is built for a specializedpurpose, seamless tubing will be used, this is more 50
International Journal of Research and Innovation (IJRI)
relevant when building additional components such as roll cages (below).
Model Of Honey Comb Chassis
Introduction To Creo 2.0 Creo 2.0 (pro/engineer) is the industry’s standard 3D mechanical design suit. It is the world’s leading CAD/ CAM /CAE software, gives a broad range of integrated solutions to cover all aspects of product design and manufacturing. Much of its success can be attributed to its technology which spurs its customer’s to more quickly and consistently innovate a new robust, parametric, feature based model, because the Pro/E technology is unmatched in this field, in all processes, in all countries, in all kind of companies along the supply chains. Creo 2.0 (pro/enginer) is also the perfect solution for the manufacturing enterprise, with associative applications, robust responsiveness and web connectivity that make it the ideal flexible engineering solution to accelerate innovations. Creo 2.0 (pro/enginer) provides easy to use solution tailored to the needs of small, medium sized enterprises as well as large industrial corporations in all industries, consumer goods, fabrications and assembly, electrical and electronics goods, automotive, aerospace etc.
The above image shows final model of honeycomb chassis
The above image shows detail of honeycomb chassis
Model Of Existing Chassis
The above image shows 2d drafting INTRODUCTION TO FEA
The above image shows side channel
The above image shows final model of existing chassis
Finite Element Analysis (FEA) was first developed in 1943 by R. Courant, who utilized the Ritz method of numerical analysis and minimization of variational calculus to obtain approximate solutions to vibration systems. Shortly thereafter, a paper published in 1956 by M. J. Turner, R. W. Clough, H. C. Martin, and L. J. Topp established a broader definition of numerical analysis. The paper centered on the "stiffness and deflection of complex structures". By the early 70's, FEA was limited to expensive mainframe computers generally owned by the aeronautics, automotive, defense, and nuclear industries. Since the rapid decline in the cost of computers and the phenomenal increase in computing power, FEA has been developed to an incredible precision. Present day supercomputers are now able to produce accurate results for all kinds of parameters. FEA consists of a computer model of a material or design that is stressed and analyzed for specific results. It is used in new product design, and existing product refinement. A company is able to verify a proposed design will be able to perform to 51
International Journal of Research and Innovation (IJRI)
the client's specifications prior to manufacturing or construction. Modifying an existing product or structure is utilized to qualify the product or structure for a new service condition. In case of structural failure, FEA may be used to help determine the design modifications to meet the new condition. Structural Analysis On Existing Design Of Chassis Mild Steel
The above image shows von-misses stress Fatigue Analysis On Existing Design Of Chassis
The above image is the imported model of chassis.
The above image shows safety factor Structural Analysis On Modified Design Of Chassis Mild Steel
The above image showing the meshed modal.
The above image shows von-misses stress
The above image shows displacement
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International Journal of Research and Innovation (IJRI)
Structural Analysis On Honey Comb Design Of Chassis
HONEY COMB Mild Steel
E-Glass
S-Glass
Displacement
3.4035
9.9334
0.8634
Stress
39.594
40.381
40.154
Strain
0.000194
0.00057333
4.7511 e-5
Safety Factor
13.890
12.382
114.18
Biaxiality indication
0.9966
0.99516
0.9969
Alternative Stress
79.188
80.763
80.309
Impact Anaylsis material
existing
modified
Honey comb
displacement
5
8.390e
1.3107e
4.8526e5
stress
16.869
16.917
47.382
strain
0.000021605
0.000021617
0.0000546
5
The above image shows von-misses stress Conclusion
Impact Analysis Of Existing Chassiss
•This thesis works present’s / work’s on “structural optimization of chassis and implementation of composite materials in heavy vehicle chassis to reduce the weight without reducing structure quality”. •As per the problem description weight is the major part which effect on millage and cost of the chassis.
The above image shows equivalent stress Results Tables EXISTING Mild Steel
E-Glass
S-Glass
Displacement
1.489
4.333
0.36
Stress
12.426
12.398
12.406
Strain
5.93E-5
0.000
1.4305 e-5
Safety Factor
44.262
40.329
369.57
Biaxiality indication
0.914
0.913
0.924
Alternative Stress
24.853
24.795
24.812
MODIFIED Mild Steel
E-Glass
S-Glass
Displacement
1.64
4.773
0.397
Stress
12.509
12.644
12.531
Strain
6.377 e-5
0.000190
1.5744 e-5
Safety Factor
43.968
544
365.89
Biaxiality indication
0.995
0.992
0.996
Alternative Stress
25.017
25.289
•First literature survey and data collection was done to understand the rectification method and material selection. •In the next step 3D models of chassis regular and Honey comb is prepared in Pro-E for further study is Ansys. •In the next step structural and fatigue analysis was conducted to find stress locations ,factor of safety and fatigue level’s (Alternating stress) using mild steel, FRP & CRPF along with honey comb structure •In the next step impact test was conducted to find Impact Resistance using S2 – Glass. •As per analytical results Honey comb structure chassis along with S2 –Glass (CRPF) is the best choice. •By using S2-Glass along with honey comb structure weight is reduced up to 75% and quality is improved by 87 % .So better to us above suggested model & material. •S2-Glass chassis manufacturing is very easy while compared with Mild steel.
25.206
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International Journal of Research and Innovation (IJRI)
Bibliography
Author
1.1MANPREET SINGH BAJWA, 2YATIN RATURI, 3AMIT JOSHI(1) 2.1Hemant Kumar Nayak, 2Nagendra Prasad, 3 Deepty Verma,4Tulsi Bisht 3.Thanneru Raghu Krishna Prasad, Goutham Solasa, Nariganani SD Satyadeep, G.Suresh Babu 4.Hirak Patel, Khushbu C. Panchal, Chetan S. Jadav 5.Hemant B.Patil1, Sharad D.Kachave2, Eknath R.Deore3 6.Prajwal Kumar M. P1, Vivek Muralidharan2, G. Madhusudhana3
D. Dhana Sudheer 1, Research Scholar, Department Of Mechanical Engineering, Mother Theresa Institute of Technology, (mist) Khammam,India.
7.Haval Kamal Asker1, Thaker Salih Dawood1 and Arkan Fawzi Said2 8.MUKESHKUMAR R. GALOLIA, 2 PROF. J. M. PATEL 9.Sairam Kotari 1, V.Gopinath2 10.Mohd Azizi Muhammad Nora,b*, Helmi Rashida, Wan Mohd Faizul Wan Mahyuddinb, 11.Mohd Azuan Mohd Azlanc, Jamaluddin Mahmuda
D.Gopichand2, Assistant professor , Department Of Mechanical Engineering, Mother Theresa Institute of Technology, (mist) Khammam,India.
12.11.Alireza Arab Solghar*, Zeinab Arsalanloo 13.E.Bhaskar 1, T.Muneiah 2, Ch.Venkata Rajesh3 14.Haiping Du, Weihua Li, Nong Zhang, Du, H., Li, W. & Zhang,
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