1.

INTRODUCTION
1.1 Introduction of Chassis Frame
Introduction of Chassis Frame: Chassis 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 tyres, suspension, controlling
systems like braking, steering etc., and also electrical system 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:
 Frame: it is made up of long two members called side members riveted
together with the help of number of cross members.
 Engine or Power plant: It provides the source of power
 Clutch: It connects and disconnects the power from the engine fly wheel to the
transmission system.
 Gear Box
 U Joint
 Propeller Shaft
 Differential
1.1.1 Functions of the Chassis Frame
 To carry load of the passengers or goods carried in the body.
 To support the load of the body, engine, gear box etc.
 To withstand the forces caused due to the sudden braking or acceleration.
 To withstand the stresses caused due to the bad road condition.
 To withstand centrifugal force while cornering
1.1.2 Types of chassis frames
 Conventional frame
 Integral frame
 Semi-integral frame
A.Conventional frame: It has two long side members and 5 to 6 cross members
joined together with the help of rivets and bolts. The frame sections are used
generally.
a. Channel Section - Good resistance to bending.
b. Tabular Section - Good resistance to Torsion.
c. Box Section - Good resistance to both bending and Torsion.
B. Integral Frame: This frame is used now-a-days in most of the cars. There is no
frame and all the assembly units are attached to the body. All the functions of the

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frame carried out by the body itself. Due to elimination of long frame it is cheaper and
due to less weight most economical also. Only disadvantage is repairing is difficult.
C. Semi - Integral Frame: In some vehicles half frame is fixed in the front end on
which engine gear box and front suspension is mounted. It has the advantage when
the vehicle is met with accident the front frame can be taken easily to replace the
damaged chassis frame. This type of frame is used in FIAT cars and some of the
European and American cars.
1.2 Introduction of Pro/Engineer
A Pro/Engineer user means learning to think in terms of how the components
of a design interact, and to think ahead to how those interactions may change. At the
simplest level, these components may be the discrete geometric shapes, called
features that comprise a solid part: extrusions, holes, or chamfers, for example. At a
higher level they may be the individual parts of your assembly, joined together in an
interdependent way.
 Unsurpassed geometry creation capabilities allow superior product
differentiation and manufacturability.
 Fully integrated applications allow you to develop everything from concept to
manufacturing within one application.
 Automatic propagation of design changes to all downstream deliverables
allows you to design with confidence.
 Complete virtual simulation capabilities enable you to improve product
performance and exceed product quality goals.
 Automated generation of associative tooling design, assembly instructions,
and machine code allow for maximum production efficiency.
Pro/ENGINEER can be packaged in different versions to suit your needs, from
Pro/ENGINEER Foundation XE, to Advanced XE Package and Enterprise XE
Package, Pro/ENGINEER Foundation XE Package brings together a broad base of
functionality. From robust part modeling to advanced surfacing, powerful assembly
modeling and simulation, your needs will be met with this scaleable solution. Flex3C
and Flex Advantage Build on this base offering extended functionality of you’re
choosing.
Each design step is treated as a separate Pro/ENGINEER mode, with its own
characteristics, file extensions, and relations with the other modes. Remember that all

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information–dimensions, tolerances, and relational formulas–are passed from one
mode to the next bidirectional. This means that if you change your design at any mode
level, the change is automatically reflected at all mode levels. If you plan ahead and
use the associative features correctly, you can save significant time in the design and
engineering process.
1.2.2 Going from Section to 3D
When a section gains depth, or a z-dimension, it becomes a 3D geometric
entity called an extrusion. The extrusion may add or remove material. In other words
it may be a solid, or it may be a cut. For an example of a solid, imagine a 2D circle
extruding outward to create a cylinder.
An extrusion created as a cut removes material from any solid it passes
through. For example, a bolt hole through a plate may be a circular section placed on
the surface of the plate as a cut, and extruded through the plate. An extrusion must be
defined as a solid or cut when created (otherwise it stays a 2D sketch), although the
sketch may be used for both solid and a cut. Depth can be added directly to a section,
or the section can be revolved, where the depth of the cut or solid is added in degrees
around an axis, as shown in the next figure. Left: Extruded protrusion. Right:
Revolved protrusion.

Section

Fig 1.1 conversion of 2D model into 3D

1.3 Introduction of Ansys:

Dr. John Swanson founded ANSYS Inc. in 1970 with the vision to
commercialize the concept of computer-stimulated engineering establishing himself
as one of the pioneers of finite element analysis (FEA). ANSYS Inc. supports the
ongoing development of innovative technology and delivers flexible, enterprise-wide

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engineering systems that enable companies to solve the full range of analysis
problem, maximizing their existing investments in software and hardware. ANSYS
Inc. continues its role as a technical innovator. It also supports a process-centric
approach to design and manufacturing, allowing users to avoid expensive and time-
consuming “build and break” cycles. ANSYS analysis and simulation tools give
customers ease-of-use, data compatibility, multi-platform support, and coupled-field
multi-physics capabilities
1.3.1Types of Engineering Analysis
 Structural analysis:
It consists of linear and non-linear models. Linear models use simple
parameters and assume that the material is not plastically deformed. Non-linear
models consist of stressing the material past its elastic capabilities. The stresses in the
material then vary with the amount of deformation.
 Vibrational analysis:
It is used to test a material against random vibrations, shock, and impact. Each
of these incidences may act on the natural vibrational frequency of the material which,
in turn, may cause resonance and subsequent failure. Fatigue analysis helps designers
to predict the life of a material or structure by showing the effects of cyclic loading on
the specimen. Such analysis can show the areas where crack propagation is most
likely to occur. Failure due to fatigue may also show the damage tolerance of the
material.
 Heat Transfer analysis:
It is the conductivity or thermal fluid dynamics of the material or structure.
This may consist of a steady-state or transient transfer. Steady-state transfer refers to
constant thermo properties in the material that yield linear heat diffusion.

1.4 Finite Element Method

Finite element method (FEM) and Finite Element Analysis are two of the
most popular mechanical engineering applications offered by existing CAD/CAM
systems. This is attributed to the fact that the finite element methods is perhaps the
most popular numerical technique for solving engineering problems. The method is
general enough to handle any complex shape or geometry (problem domain), any
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material properties, any boundary and any loading conditions. The generality of the
finite element method fix the analysis requirements of today’s complex engineering
systems where closed dash form solutions of governing equilibrium equations are
usually not available. In addition it is an efficient design to by which designers can
perform parametric design studies by considering various design cases (different
shapes, materials, load etc.,) analysing them, and choosing the optimum design.
The finite element method is a numerical analysis technique fit obtaining
approximate solutions to a wide variety of engineering problems. The method
originated in the aerospace industry as a tool to study stress in complex all framed
structures. It grew out of what was called the matrix analysis method used in aircraft
designing. The method has gained increased popularity among the both researches
and practitioners.
Since its birth in 1950’s the finite element method has got through various
development stages. One may perhaps identify four phases of development. From the
1950’s to 1970’s the main trust of research was devoted to formulate the finite
element theory. Variational and Gelerkin’s approaches for two or three dimensional
problems were formulated.
Isoperimetric formulations for linear and nonlinear, static and dynamic
analysis were developed. Also computational methods required by the finite element
method were established. These methods include numerical integration of element
equations, solutions of the global system of algebraic equations, study of numerical
stability and error analysis of solution algorithms.
Once the method grained popularity and most underlying theory and concepts
were developed, various institutions and firm developed finite element analysis codes
during the 1970s and 1980s. There are a wide variety of analysis codes which
supports a wide variety of applications like CAD/CAM software, FEA codes may
seem different, but they share the same underlying theory.
Any of the codes has six distinct modules:
1. Node module that generates nodal coordinates and degrees of freedom.
2. Boundary conditions, which applies given boundary conditions to the
appropriate nodes.
3. Material properties module which usually stores various material types in a
material’s library.

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 4. Element type module which stores various element types in an element library
evaluates matrices and assembles these matrices.
5. Loading module, which applies the externally applied load to the proper nodes
and elements and
6. Solution module, which solves the system of equations that results from the
assembly process of the element module for the unknown variables.
The third phase of development of the Finite Element Method was the creation
of Pre-and Postprocessors beginning in the mid 1970’s With the increased popularity
of the finite element method and its used by aerospace, automotive and other
industries, it became clear that the large percentage of the total computational cost of
a typical finite element analysis process. Pre procession precedes this process and
help as the user to automate and/or facilitate the input required by the first five
modules described in the user to display the analysis results in various graphical
forms to better understand and interpret them.
The fourth phase of the Finite Element Method development is porting
existing commercial finite element analysis codes to the micro computer environment
with the benefit of the related low costs. There are usually limits on the maximum
number of the nodes and elements that can be processed on be micro computers due
to their limited storage and processing speeds. Micro computer based finite element
analysis is adequate for the first cut quick evaluations of various design alternatives.
In the absence of finite element analysis (or other numerical analysis)
development of structured must based on hand calculations only. For complex
structured, the simplifying assumptions are required to make any calculations possible
can lead to a contrastive and heavy designs. A considerable factor of ignorance can
remind as whether this structure will be adequate for all design loads. Significant
changes in the designs involve expensive strain gauging to evaluate strength and
deformation.
With Finite Element Analysis, the weight of the design can be minimized and
there can be reduction in the number of prototypes built. Field testing can be used to
establish loading on structures, which can be used to do future design improvements
via finite element analysis. It is not possible to obtain analytical solution is a
mathematical expression that gives values of the desired unknown quality at any
location in a body and therefore it is valid for an infinite number of locations in the
body. Analytical solutions can be obtained only in the simplified situations. For

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problems involving complex material properties and boundary conditions, the
engineering resorts to numerical methods the solutions yield approximate values of
the unknown quantities only at a discrete number of points in the body and process
known as discretization obtain discrete points. One of the ways to ‘discretize’ a body
or a body or a structure is to divide it in to an equivalent system of smaller bodies or
units. The assemblage of such units then represents the original body. Instead of
solving the problem for the entire body in a single operation, the solutions are
formulated for each constituent unit and then combine to obtain the solution for the
original body or structure. This approach is known as going from part to completely.
Although, the analysis procedure is thereby considerably simplified, the amount of
data to be handled is dependent upon the number of smaller bodies into which the
original body is divided. For large number of subdivisions, it is formidable task to
handle the volume of data manually and recourse must be made to automatic
electronic computation.
There are several types of classical methods that have been adapted to modern
computations like residual methods as the method of least squares and vibration
methods. In contrast to the above technique mentioned, the Finite Element Method is
essentially a product of the electronic computer age. Therefore, although the approach
shares many of the features common to the pervious numerical approximations, it
possesses certain characteristics that take advantage of the special facilities offered by
the high speed computers. In particular, the method can be systematically
programmed to accommodate complex and complicated boundary conditions.
Another favorable aspect of finite element method is the variety of levels at which we
may develop an understanding of the technique. This approach is similar to the
extension of the familiar concepts of analysis of framed structured and one
dimensional body to problems involving two and three dimensional structures.
The Finite Element Method is applicable to a wide range of boundary value
problems in engineering. There are three major categories of boundary value
problems and propagations or transient problems. Since the majority of the
applications of the method are in realm of solid mechanics, the problems in these
fields are usually tackled by one of the three approaches the displacement method, the
equilibrium method or the mixed method. Displacements are assumed as primary

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unknown quantities in the equilibrium method and some displacements are some
stresses are assumed as unknown quantities in the mixed method.
1.4.1 General description of FEM
In the Finite Element Modeling, the actual continuum of body of matter like
solid, liquid or gas is represented as an assemblage of subdivisions called finite
elements. These elements are inter-connected at specified points as nodes are nodal
points. The nodes usually lie on the element boundaries when an adjacent element is
connected.
Since the actual variations of the field variables like displacement, stress,
temperature, pressure and velocity inside the continuum is not known, we assume that
the variable inside a finite element can be approximated by a simple function. These
approximation functions also called a interpolation models are defined in terms of
values at the nodes when the field equations like equilibrium equations or the whole
continuum are written, the new unknown will be the nodal values of the field variable.
By solving the field equations which are generally in the form of the matrix equations,
the nodal values of the field variable will be known. Once these are known, the
approximation function defines the field variable throughout the assemblage of the
elements.
1.4.2 General procedure of FEM
The solution of the continuum problem by the Finite Element Modeling
usually follows an orderly step by step process. The following steps shown in general
how the Finite Element Method works.
 Discretization of the continuum or structure or domain:
The essence of Finite Element Modeling is to divide a continuum, i.e.,
problem domain into quasi-disjoint non-overlapping elements. This is achieved by
replacing the continuum by a set of key points, called nodes, which when connected
properly produces the elements form the Finite Element Mesh.
A variety of elements shapes and types are available. The analyst on designer
can mix the elements types to solve one problem. The number of nodes and elements
that can be used in a problem are a matter of Engineering judgment. As a general rule,
the larger the number of nodes and elements, the more accurate the finite element
solution, but also the more expensive the solution is the more memory space is needed

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o store the finite element model and more computer time is needed to obtain the
solutions.
 Selection of proper interpolation model:
Since the unknown called field variable, the solutions of a complex structure
under any specified load condition cannot be predicted exactly. The variation of the
unknown called field variable in the problem is approximated within each element by
a polynomial. The field variable may be scalar or a vector. Polynomials are usually
used to approximate the solution over an element domain because they are easy to
integrate and differentiate. The degree of polynomial depends on the number of nodes
per elements. The number of unknowns at each node and should satisfy certain
convergence requirements.
 Derivation of element stiffness matrices ( or characteristics matrices) and
load vectors:
For the assumed displacement, i.e., field variable model, the stiffness matrices
and the load factor of the element are to be derived. Once the nodes and the materials
properties of a given element are defined, is corresponding matrices and equations can
be derived.
Four methods are available to derive element matrices and equations:
o Direct method
o Variational method
o Weighted residual method
o Energy method.
 Assemblage of element equations to obtain the overall equilibrium
equations:
Since the structure is composed of finite elements, the individual element
stiffness matrices and load vectors are to be assembled in a suitable manner and the
overall equilibrium equation have to be formed as
[K]Q = P
Where [K] is called assembled stiffness matrix and Q is called the vector of
nodal displacement and P is called the vector nodal force for the complete structure.
Before solving the structure, it must be modified by applying the boundary conditions.
If the boundary conditions are not applied, wrong results are obtained.
 Solutions for the knows at the nodes:

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 The overall equilibrium equations have to be modified to account for the
boundary conditions of the problem. After the incorporation of the boundary
conditions, the equilibrium equations can be expressed as
[K]Q = P
For linear problem, the vector ‘Q’ can be solved very easily. But for the linear
problems, the solution has to be obtained in a sequence of steps, each step involving
the modification of stiffness matrix [K] and ‘Q’ or the load vector P. The global
system of algebraic equations is solved via gauss elimination methods to provide the
values of the field variables at nodes of the finite element mesh. Values of the field
variables and their derivatives at the nodes form the complete finite element solution
of the original continuum problem before discretization. Values at the other points
inside the continuum other than the nodes are possible to obtain, although it is not
customarily done.
 Interpret the results of computation of element strains and stresses:
The final step is to analyze the solution and steps obtained in the previous
step, from the known displacements ‘Q’ if required, the element strains and stresses
can be computed by using the necessary equations of solid or structural mechanics.
In the context of above step by step procedure, it is clear that there are various critical
decisions that practitioners of finite element analysis have to make, ‘ example: the
type of analysis, the number of nodes, the degrees of freedom[component of field
variable] at each node, the element shape, the material type, and finally the
interpretation of the results.
1.5 Finite Element Analysis

There are two distinct approaches to model the physical systems: the discrete
lumped approach and the continuum approach. In the former, the actual system is
idealized as an assemblage of element, an equilibrium equation is written for each
element, and the resulting set of equations is solved to yield the solution. In their
latter approach, the actual system is treated as one continuum, and one or more
equilibrium equation is written and solved for the system response.
Two different methods to exist to develop the governing differential equations
for a continuum; the differential formulation and the variable formulation. In the
former the equations are derived by considering the equilibrium of a differential
element. In the latter formulation, the equilibrium equations are expressed as integral
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equations by considering the energy and work balance in the system under study.
Both formulations are equivalent and both can be derived from the other. Equilibrium
equations are usually accompanied by the boundary conditions called boundary value
problem and/or initial value problem.
There are many alternatives to solve linear and non-linear boundary and initial
value problems, ranging from completely analytical to completely numerical. Exact
solutions are usually available only for a few problems, usually differential equations.
This can be achieved by the techniques such as Separation of variables,
Fourier and Laplace transformations. Approximate solutions are usually sought for
equations whose solutions cannot be obtained in a closed form. A score of
approximated techniques exist and include perturbation, power series, probability
schemes, and the method of weighted residuals, the finite difference method, the
Tayleigh-Ritz method, and the finite element method.
The finite element analysis is based on the following premise. Instead of
solving governing differential equations directly, the finite element method solves the
integral form of these equations. The solutions of such an integral form are
approximate. In obtaining such solution, the finite element method leaves the
differential operator intact and approximates the solution space. In contrast, the finite
difference method amounts to a finite difference approximation of the differential
operator while keeping the solution space intact.
1.5.1 Explanation of the Domain
The general explanation of each procedure involved in finite element analysis
is given below. The description provides the general outlook of finite element
analysis.
1.5.2 Description of the domain
The discretization of the domain or solution region, into sub regions is the
finite element method. This is equivalent to replacing the domain having the infinite
number of degrees of freedom by a system having finite number of degrees of
freedom. The shapes, sizes, number and configuration of elements have to be chosen
carefully such that the original body or domain is simulated as closely as possible
without increasing the computational effort needed for the solution.
1.5.3 Basic Element Shapes

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 Most finite elements are geometrically simple to meet the fundamental
premise of the finite element method that an assemblage of elements can accurately
model a continuum of arbitrary shape. This fundamental premise also implies that
element dimensionally is same as the continuum dimensionality. For one dimensional
element, there is one independent variable and the elements are line segments. The
number of nodes per element depends on the variables and the continuity requirement
for the elements.
First glance, one-dimensional element may not seem necessary because one-
dimensional problems are usually governed by linear or non-linear ordinary
differential equations whose solutions can be obtained via analytical or numerical
techniques. However, these elements are useful in modeling two and three
dimensional problems where part of the problem is one dimensional. Consider, for
example, a cantilever beam with a spring attached to its free end. While the beam can
be modeled by two dimensional elements, the spring is modeled as one dimensional
element. Two popular one dimensional elements in solid mechanics are the truss and
beam elements. The truss element has two or four modes with one variable per node.
This element can only support tension or compression. The beam element also has
two, three or four nodes with two variables per node.
Figure shows common two dimensional elements historically triangular
elements were developed first because they were easy to develop and formulate by
hand. The three node flat triangular element has nine nodes on its boundary (called
exterior nodes) and one node inside the boundary (called interior node). A
quadrilateral element has a minimum of four nodes and a maximum of twelve nodes.
In addition to modeling to plain stress and strain problem, two dimensional elements
can be used to model ax symmetric problems. In this case, an element represents the
cross section of an ax symmetric element whose thickness is given by the length of its
are segment. In general two dimensional elements can model two and two and half
dimensional objects.
Three dimensional elements has shows in figure are usually three dimensional
counterparts of two dimensional elements. These elements can be used to discretize
three dimensional objects. Creating and visualizing three dimensional Finite Element
Meshes is usually labour intensive and an error prone process. Thus, using pre-

12
processors and automatic mesh generation algorithms are beneficial in discretizing
three dimensional objects.
The exterior nodes of any elements shown in figure can be divided into two
types: corner and mid-side nodes. Corner nodes are the minimum required nodes to
define the element shape and are located at the corners of the element. Midside nodes
are added to improve the element accuracy or to meet continuity requirements
between elements; they are located along the sides of the element. There is usually a
specific order of defining element nodes.
The various elements supported by a particular Finite Element Analysis Code
are sometimes known as Element Library. The more the number of elements in the
library, the more versatile the code, which means the larger the number of problems it
can handle. In addition, many of these codes provide their users with the ability to
interface customized elements to the code. This is useful in a research and
development environment. The element library should form an important criterion in
evaluating existing Finite Element Analysis Codes.

Often the type of elements to be used is evident from the physical problem
itself. For example, for the problem involved in the analysis of truss structure under a
given set of load conditions, the type of elements to used for idealization is obviously
the bar or the line elements. However, in some cases, the type of elements to be used
for idealization may not be apparent and in such cases, one has to choose the type of
elements judicially. In certain problems, the given body cannot be represented as on
assemblage of only one type of element. In such cases, we may use two or more
types of elements of idealization.
1.5.4 Size of Elements
The size of elements influences the convergence of the solution directly and
hence it should be chosen with care. If the size of the element is small, the final
solution is expected to be more accurate. However, we have to remember that the use
of the elements of smaller size will also mean more computation time.

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 Fig: 1.2 Types of Element shapes
Sometimes, we may have to use elements of different sizes in the same body.
The size of elements has to be very small near the region where the stress
concentration is expected to be high. In general, wherever steep gradients of the field
variable are expected we have to use a finer mesh in those regions. Another
characteristic related to the size of elements, that effects the Finite Element Solution is
the Aspect Ratio of the elements. The Aspect Ratio describes the shape of the
elements in assemblage of elements. For two dimensional elements, Aspect Ratio is
taken as the ratio for the largest dimension of the element to the smaller dimension.
Elements with an aspect ratio of nearly unity yield best results.
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1.5.5 Location of Nodes:
If the body no abrupt changes in the geometry, material properties and external
conditions (like load temperatures, etc), its body can be divided into equal sub-
divisions and hence the spacing of the nodes can be uniform. On the other hand, if
there are any discontinuities in the problems, nodes have to be introduced, obviously,
at these discontinuities.
1.5.6 Number of Elements:
The number of elements to be chosen for idealization is related to accuracy,
desired of the elements, and number of degrees of freedom involved. Although an
increase in number of elements generally means more accurate results, for any given
problems, there will be certain number of elements beyond which the accuracy cannot
be improved by any significant amount. The behavior is shown graphically in the
figure.

2. LITERATURE REVIEW

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 William B. Riley1 and Albert R. George., 2002 have studied variety of issues
related to frame and chassis design with an emphasis on Formula SAE cars. The
different road loads and deformation modes were considered as well as some generic
design targets based on experience and strain gauged suspension links.
Sanlosh B. Belure Salish S. Kadam S. B. Wadkar., 2005 In this paper the
criticality analysis of the passenger car, structure is presented under different
operating conditions; such as normal Static load. Braking loads. Loads due to: speed
breakers. Single wheel road bump, single wheel in. road pot hole and dynamic loads
caused by: frontal impact. Finite Element modeling of a Bus is described for finding
the Eigen pairs and analysis of vibration/stress levels at different locations of the
vehicle. In this work an attempt is made to investigate the effect of stiffness, strength
and vibration in car design. on the predicted stress distribution. In the given research
work it is found that. The aluminum structure is .effective than M.S. structure by
considering strength to weight ratio.
Mohamed Reza Zalani Bin mohamed Suffian., 2010 , this paper explains
about a solar car is a specialized type of car designed for race and powered by sun
energy (solar). This is obtained from solar panels on the surface of the vehicle.
Photovoltaic (PV) cells convert the sun's energy directly into electric energy. Solar
vehicles are not sold as practical day-to-day transportation devices at present, but are
primarily demonstration vehicles and engineering exercises. It have limited seating
(usually one, sometimes two people), it have very little cargo capacity, and only be
driven during the day.
In this paper, 2011, automotive chassis design in view of car weight reduction
is a challenging task due to the many performance targets that must be satisfied, in
particular in terms of vehicle safety. In this paper a methodology for automotive
chassis design in involving optimization techniques is presented. In particular,
topology, topometry and size optimizations are coupled with FEM analyses and
adopted in cascade for reaching an optimum chassis configuration. The methodology
is applied to the design process of a rear-central engine high performance vehicle
chassis. The objective of the optimization process is the chassis weight reduction, yet
in fulfillment of structural performance constraints as required by Ferrari standards.
The results demonstrate the general applicability of the methodology
presented for obtaining the general trusses layout and thicknesses distribution of the

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structure. The numerical model at this stage shows a significant weight reduction
when compared to the chassis of the Ferrari F458 Italia.
Akash Lodhi, Kushal Gawande & Udbhav Singh., 2012 , this paper presents
an analysis of chassis of TATA- 407 which includes the stress distribution and
displacement under various loading conditions. The present paper aims at pinpointing
the critically stressed points and thus improving the overall strength and improving
other operational characteristics of the car chassis.
Chassis is one of the important parts and every car passenger has it. This
structure was the biggest component in the car and car shape dependent on it. It has a
considerable affected to the performance of the car. The primary challenge in
developing an effective solar car chassis is to maximize the strength but minimize the
weight. There are various types of chassis, each with its own advantages and
disadvantages. Every extra pound requires more energy to move down the road. This
means that chassis must strive to minimize weight and a key area is the chassis.
However, safety is a primary concern and the chassis must meet stringent strength and
safety requirements.
In this paper various stresses are calculated by using the applicable
mathematical formulae. As conclusion this study has achieved its objectives. The
calculation includes stress and displacement/deflection responses of the vehicle to the
loads. CAD model provide solid modeling, surfacing, simulation, tolerance analysis.
The particular part of the chassis, change occurred in cross-section is affected by
static loads. The static force acting on the truck chassis were determined
mathematically and by software also.

3. DATA COLLECTION
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3.1 Structural analysis
Structural analysis is probably the most common application of the finite
element method. The term structural implies not only the civil engineering structures
such as bridges and buildings, but also naval, aeronautical, and mechanical structures
such as ship hulls, aircraft bodies and machine housings, as well as mechanical
components such as pistons, machine parts and tools.
3.1.1 Types of Structural Analysis
There are following types of structural analysis.
 Static Analysis— used to determine displacement, stresses, etc. under static
loading conditions, both linear and non linear static analysis. Non linearities can
include plasticity, stress stiffening, large deflection, large strain hyper elasticity,
contact surfaces and creap.
 Modal Analysis—used to calculate the natural frequencies and mode shapes
of a structure. Different mode extraction methods are available.
 Harmonic Analysis—used to determine the response of a structure to
harmonically time-varying loads.
3.2 Definition of static analysis
A static analysis calculates the effects of study loading conditions on a
structure, which ignoring inertia and damping effects such as those caused by time
varying loads. A static analysis can, however, includes study inertia loads(such as
gravity and rotational velocity), and time-varying loads that can be approximated as
static equivalent loads(such as the static equivalent wind and seismic loads commonly
defined in many building codes).
Static analysis is used to determine the displacements, stresses, strain, and
forces in structures or components caused by loads that do not induce significant
inertia and damping effects. Study loading and resonance conditions are assumed; that
is, the loads and the structures response are assumed to vary slowly with respect to
time.
3.3 The kinds of loading that can be applied in a static analysis
include
 Externally applied forces and pressures.
 Study- state inertia forces (such as gravity or rotational velocity).

18
  Imposed (non zero) displacements.
 Temperatures (for thermal strain).
 Fluencies (for nuclear swelling).
In ANSYS terminology, the term modal generation usually takes on the
narrower meaning of generating the nodes and elements that represents the spatial
volume and connectivity of the actual system. Thus, model generation in this
discussion will mean the process of defining the geometric configuration of the
model’s nodes and element. The ANSYS program offer you the following approaches
to model generation.
 Creating a solid model with in ANSYS.
 Using direct generation.
 Importing a model created in a computer aided design (CAD) system.
3.4 Definition of modal analysis
A modal analysis determines the vibration characteristics (natural frequencies
and mode shapes) of a structure or a machine component. It can also serve as a
starting point for another, more detailed, dynamic analysis, such as a transient
dynamic analysis, a harmonic analysis, or a spectrum analysis. The natural
frequencies and mode shapes are important parameters in the design of a structure for
dynamic loading conditions. You can also perform a modal analysis on a pre-stressed
structure, such as a spinning turbine blade.
If there is damping in the structure or machine component, the system
becomes a damped modal analysis. For a damped modal system, the natural
frequencies and mode shapes become complex.
For a rotating structure or machine component, the gyroscopic effects
resulting from rotational velocities are introduced into the modal system. These
effects in turn change the system’s damping. Such effects are commonly encountered
in rotor dynamic analysis.
Time-varying loads that can be approximated as static equivalent loads(such
as the static equivalent wind and seismic loads commonly defined in many building
codes). Static analysis is used to determine the displacements, stresses, strain, and
forces in structures or components caused by loads that do not induce significant
inertia and damping effects. Study loading and resonance conditions are assumed; that

19
is, the loads and the structures response are assumed to vary slowly with respect to
time. The kinds of loading that can be applied in a static analysis include.
 Externally applied forces and pressures.
 Study- state inertia forces (such as gravity or rotational velocity).
 Imposed (non zero) displacements.
 Temperatures (for thermal strain).
 Fluencies (for nuclear swelling)
In ANSYS terminology, the term modal generation usually takes on the
narrower meaning of generating the nodes and elements that represents the spatial
volume and connectivity of the actual system. Thus, model generation in this
discussion will mean the process of defining the geometric configuration of the
model’s nodes and element. The ANSYS program offer you the following approaches
to model generation:
 Creating a solid model with in ANSYS.
 Using direct generation.
 Importing a model created in a computer aided design (CAD) system.
3.5 About element type
SOLID95
3-D 20-Node Structural Solid
 SOLID95 Element Description
SOLID95 is a higher order version of the 3-D 8-node solid element SOLID45. It
can tolerate irregular shapes without as much loss of accuracy. SOLID95 elements
have compatible displacement shapes and are well suited to model curved boundaries.
 The element is defined by 20 nodes having three degrees of freedom per node:
translations in the nodal x, y, and z directions. The element may have any spatial
orientation. SOLID95 has plasticity, creep, stress stiffening, large deflection, and large
strain capabilities. Various printout options are also available.
 SOLID95 Input Data
The geometry, node locations, and the coordinate system for this element are
shown in Figure 95.1: "SOLID95 Geometry". A prism-shaped element may be formed
by defining the same node numbers for nodes K, L, and S; nodes A and B; and nodes
O, P, and W.

20
 Fig: 3.1SOLID95 Geometry
A tetrahedral-shaped element and a pyramid-shaped element may also be
formed as shown in Figure 95.1: "SOLID95 Geometry". A similar, but 10-node
tetrahedron, element is SOLID92.
Besides the nodes, the element input data includes the orthotropic material
properties. Orthotropic material directions correspond to the element coordinate
directions. The element coordinate system orientation is as described in Coordinate
Systems.
Element loads are described in Node and Element Loads. Pressures may be
input as surface loads on the element faces as shown by the circled numbers on Figure
95.1: "SOLID95 Geometry". Positive pressures act into the element. Temperatures
may be input as element body loads at the nodes. The node I temperature T(I) defaults
to TUNIF. If all other temperatures are unspecified, they default to T(I). If all corner
node temperatures are specified, each mid-side node temperature defaults to the
average temperature of its adjacent corner nodes. For any other input temperature
pattern, unspecified temperatures default to TUNIF.
When using KEYOPT (1) = 1, this element acts in many regards as a shell
element. Multiple elements through the thickness can be used to model a composite
laminate in detail. Material properties are oriented the same way as for a shell element
(using the plane through the mid-side nodes Y-Z-A-B) when you set KEYOPT (1) =
21
1. The element z-axis is normal to this plane and the element x-axis is determined by
projecting the x-axis (set with ESYS) onto the mid-side node plane. If needed, the x-
axis can be adjusted by using THETA, an optional real constant. THETA cannot be
changed between load steps. In POST1, the command LAYER,1 is needed to get
correct results in the material system, even though there is only one layer.
A lumped mass matrix formulation, which may be useful for certain analyses, may be
obtained with LUMPM. While the consistent matrix gives good results for most
applications, the lumped matrix may give better results with reduced analyses using
Guyan reduction. The KEYOPT (5) and (6) parameters provide various element
printout options (see Element Solution).
Initial state conditions previously handled via the ISTRESS command will be
discontinued for this element. The INISTATE command will provide increased
functionality, but only via the Current Technology elements (180,181, etc. ). To
continue using Initial State conditions in future versions of ANSYS, consider
switching to the appropriate Current Technology element. For more information on
setting Initial State values see the INISTATE command and Initial State Loading in
the Basic Analysis Guide. For more information on current -vs- legacy element
technologies see Legacy vs. Current Element Technologies in the Elements
Reference.
You can include the effects of pressure load stiffness using SOLCONTROL,
INCP. If an un symmetric matrix is needed for pressure load stiffness effects, use
NROPT, UNSYM.
A summary of the element input is given in "SOLID95 Input Summary". A
general description of element input is given in Element Input.
 SOLID95 Input Summary
Nodes

I, J, K, L, M, N, O, P, Q, R, S, T, U, V, W, X, Y, Z, A, B
Degrees of Freedom
UX, UY, UZ
Real Constants
THETA - x-axis adjustment (used only when KEYOPT(1) = 1)
Material Properties

22
EX, EY, EZ, ALPX, ALPY, ALPZ (or CTEX, CTEY, CTEZ or THSX, THSY, THSZ),
PRXY, PRYZ, PRXZ (or NUXY, NUYZ, NUXZ), DENS, GXY, GYZ, GXZ, DAMP
Surface Loads
Pressures --
Face 1 (J-I-L-K), face 2 (I-J-N-M), face 3 (J-K-O-N), Face 4 (K-L-P-O), face 5 (L-I-
M-P), face 6 (M-N-O-P)
Body Loads
Temperatures --
T(I), T(J), ..., T(Z), T(A), T(B)
Special Features
Plasticity (BISO, MISO, BKIN, MKIN, KINH, DP, ANISO, CHABOCHE, HILL)
Creep (CREEP, RATE), Swelling (SWELL), Elasticity (MELAS), Other material
(USER), Stress stiffening, Large deflection, Large strain, Birth and death, Adaptive
descent Initial stress import

Fig 3.2 solid95 Stress Output

The Element Output Definitions table uses the following notation:
A colon (:) in the Name column indicates the item can be accessed by the
Component Name method [ETABLE, ESOL]. The O column indicates the
availability of the items in the file Job name. OUT. The R column indicates the
availability of the items in the results file.
In either the O or R columns, Y indicates that the item is always available, a
number refers to a table footnote that describes when the item is conditionally
available, and a - indicates that the item is not available.

23
 Fig 3.3 Wire Frame Model

3.6 Theoretical calculations

Vertical load

Car weight = 1028Kgs

Passengers weight = 4*100 = 400kg

Total weight = 1428Kgs

Total load = 1428*9.81

Force acting on the chassis frame =14008.68N

Area = 46.754mm^2

Stress produced = 14008.68/46.754 =299Mpa

4. METHODOLOGY

INTRODUCTION

24
 In this chapter importing model, steps for structural analysis in Preference,
Pre-processor, Material Properties, Meshing, various aspects about applying loads,
solving the analysis problem, reviewing the results are discussed.

4.1 Imported model

As an alternative to creating a solid model directly in Ansys, first it can be
created as a solid model in Pro/E, and then saved as an IGES file, and the model 1 is
imported into ANSYS. Once successfully imported, the model is then meshed and
mode l is created in ANSYS.
The Initial Graphics Exchange Specification (IGES) is a vendor neutral
standard format used to exchange geometric models between various CAD and Pro/E
systems. This filter can import partial files, so at least a part of the file is imported.
Multiple files can be imported into the same model, but the same import option must
be used for every file.

Fig 4.1 Imported model

As an alternative to creating a solid model directly in Ansys, first it can be
created as a solid model in Pro/E, and then saved as an IGES file, and the model 1 is
imported into ANSYS. Once successfully imported, the model is then meshed and
mode l is created in ANSYS.

25
 The Initial Graphics Exchange Specification (IGES) is a vendor neutral
standard format used to exchange geometric models between various CAD and Pro/E
systems. This filter can import partial files, so at least a part of the file is imported.
Multiple files can be imported into the same model, but the same import option must
be used for every file.
4.2 Steps for Structural analysis
 Preference
o Structural

Finite Element Analysis (FEA), Kinematics analysis and engineering

techniques are key to optimizing a mechanical design. NESTech has the experience to
design and execute the complete workflow for engineering analysis.
 Structural/Thermal
 Modal/Vibration
 Dynamic/Kinematics
 FEM Mesh generation

 Pre-processor
Preprocessing: In this stage, you do the following:
1. Create the structural geometry.
2. Choose the type of material to use

26
 3. Choose the type of elements to use
4. “Mesh”, ie., discretize the continuous structure into a discrete structure
composed of nodes and elements.
o Element type>add/edit/delete>add >solid>20 node 95>Click ok>Close

 Material Properties
For each element type, there are a minimum number of required material
properties. This number depends on the type of analysis. The material properties may
be:
Three real constant sets are required.
• Linear or nonlinear.
• Isotropic, orthotropic, or anisotropic.
• Temperature dependent or independent.
All material properties can be input as functions of temperature. Some
properties are called linear properties because typical solutions with these properties
require only a single iteration. This means that the properties being used are neither
time nor temperature dependent, and thus remain constant throughout the analysis. In
the presence of variable material properties, the nonlinear characteristics of the
properties must be specified. For example, a material exhibiting plasticity,
viscoplasticity, etc., requires the specification of a nonlinear stress-strain relation.
Each material property set has a reference number, the same as the element types and
real constants. In problems involving different materials, the user is required to
specify multiple material property sets. ANSYS identifies each material by its unique
reference number. The Help System should be consulted for the specification of
nonlinear material properties. The following menu path is used to specify constant
isotropic or orthotropic material properties:
 Main Menu > Preprocessor > Material Props > Material Models
This brings up the Define Material Model Behavior dialog box, on the left side
of this window, material models are listed based on their material reference numbers.
On the right side, available material models are organized based on the analysis type
(e.g., structural, thermal.
o Material models
 Structural
 Linear
27
o Elastic

28
  Isotropic
 Young’s modulus (EX) = 2e5
 Poisson’s ratio(PRXY)=0.27
 Exit
 Meshing

Fig 4.2 meshed car chassis

29
 Before meshing the model and even before building the model it is important
to think about whether a free mesh or a meshed mesh is appropriate for the analysis. A
free mesh has no restrictions in terms of element shapes, and has no specified pattern
applied to it. A mapped mesh is restricted in terms of the element shape it contains
and pattern of the mesh. A mapped area mesh contains either only quadrilateral or
only triangular elements, while a mapped volume mesh contains only hexahedron
elements. In addition, a mapped mesh typically has a regular pattern, with obvious
rows. If you want this type of mesh, you must build the geometry as a series of fairly
regular volumes and/or areas that can accept a mapped mesh.
The process for generating a mesh of nodes and elements consists of three general
steps:
1. Set the element attributes.
2. Set mesh controls (optional). ANSYS offers a large number of mesh
controls from which you can choose as needs dictate.
3. Meshing the model.
It is not always always necessary to set mesh controls because the default
mesh controls are appropriate for many models. If no controls are specified, the
program will use the default settings (DESIZE) to produce a free mesh.
Alternatively, you can use the SmartSize feature to produce a better quality free
mesh.
4.3 Mesh controls
The default mesh controls that the ANSYS program uses may produce a
mesh that is adequate for the model you are analyzing. In this case, you will not
need to specify any mesh controls. However, if you do use mesh controls, you
must set them before meshing your solid model.
Mesh controls allow you to establish such factors as the element shape,
mid-side node placement, and element size to be used in meshing the solid
model. This step is one of the most important of your entire analysis, for the
decisions you make at this stage in your model development will profoundly
affect the accuracy and economy of your analysis.
4.3.1 The ANSYS mesh tool
The ANSYS MeshTool (Main Menu> Preprocessor> Meshing>
MeshTool) provides a convenient path to many of the most common mesh

30
 controls, as well as to the most frequently performed meshing operations. The
MeshTool is an interactive "tool box," not only because of the numerous
functions (or tools) that it contains, but also because once you open it, it
remains open until you either close it or you exit PREP7.
Although all of the functions available via the MeshTool are also available
via the traditional ANSYS commands and menus, using the MeshTool is a
valuable shortcut.
The many functions available via the MeshTool include:
• Controlling Smart Sizing levels
• Setting element size controls
• Specifying element shape
• Specifying meshing type (free or mapped)
• Meshing solid model entities
• Clearing meshes
• Refining meshes
This guide covers all of these functions in detail. For details about the MeshTool,
access it using the path listed above and click on its Help button.
4.3.2 Smart Element Sizing for Free Meshing

Smart element sizing (Smart Sizing) is a meshing feature that creates initial
element sizes for free meshing operations. Smart Sizing gives the mesher a better
chance of creating reasonably shaped elements during automatic mesh generation.
This feature, which is controlled by the SMRTSIZE command, provides a range of
settings (from coarse to fine mesh) for meshing both h-Method and p-Method
models.
By default, the DESIZE method of element sizing will be used during free
meshing. However, it is recommended that Smart Sizing be used instead for free
meshing. To turn Smart Sizing on, simply specify an element size level on the
SMART SIZE command (see the discussion on basic controls below).

o Mesh tool >mesh>select area

o Press ok

31
 Solution

32
 Fig: 4.3 Application load on car chassis
4.4 Apply loads
Apply loads on the model. Remember that inertia and point loads will
maintain constant direction, but surface loads will “follow” the structure in a large-
deformation analysis. You can apply complex boundary conditions by defining a one-
dimensional table (TABLE type array parameter).
4.5 Solve the Analysis
You solve a nonlinear analysis using the same commands and procedure as
you do in solving a linear static analysis. If you need to define multiple load steps,
you must re-specify time settings, load step options, and so on, and then you save and
solve for each of the additional load steps. Other methods for multiple load steps-the
load step file method and the array parameter method.
4.6 Review the results
Results from a nonlinear static analysis consist mainly of displacements,
stresses and reaction forces. You can review these results in POST1, the general
postprocessor, or in POST26, the time-history postprocessor.
Remember that in POST1, only one subset can be read in at a time, and that
the results from that subset should have been written to job name.RST.(the load step
option command OUTRES controls which substep results are stored on jobname.RST)
 Define load

33
  Apply
 Structural
 Displacement>on areas
 Force/ moment> on areas
 Solve
 Current LS
4.7 General post processor

Use POST1, the general postprocessor, to review analysis results over the
entire model, or selected portions of the model, for a specifically defined combination
of loads at a single time (or frequency). POST1 has many capabilities, ranging from
simple graphics displays and tabular listings to more complex data manipulations
such as load case combinations.

To enter the ANSYS general postprocessor, issue the /POST1 command

(Main Menu> General Postprocessor)

 Plot results
 Deformed shape>Deform + Un deform

 Contourplot>nodalsolution>DOFsolution>displacement vector sum

 Contour plot>nodal solution>stress>vonmisses stress
4.8 Steps for Modal analysis
A. Preference
34
  Structural
B. Pre-processor
 Element type add/edit/delete add beam 3D elastic 4
 Click ok
 Close
a. Material Properties
 Material models
 Structural
 Linear
 Elastic
 Isotropic
 Young’s modulus (EX) = 2e5
 Poisson’s ratio (PRXY) = 0.27
 Exit
b. Meshing
 Mesh tool >mesh>select area

Fig 4.4 meshed car chassis

 Press ok
c. Solution

35
  Analysis type>New analysis>modal
 Analysis option>sub space
 Define load

Fig: 4.5 Application load on car chassis

 Apply
 Structural
 Displacement>on areas
 Solve
 Current LS
C. General post processor
36
  Plot results
 Deformed shape > Deform+ Undeform
 Contour plot > nodal solution > DOF solution > displacement vector sum
 Contour plot > nodal solution > stress > vonmisses stress

5. RESULTS AND DISCUSSION

5.1 Static Results

37
 Fig: 5.1 Static results

Figure 5.1 shows the static result deformation and stress occurs due to load
acting on the longitudinal members. Red colour indicate the maximum stress and
deformation which occur at the joining of the members and values of the stress
maximum is 95 Mpa and deformation is 0.03634m at front axial. Next colour orange
indicate stress and deformation which is less than the red colour stress related to
orange colour is 84 Mpa occur at the near portion of the joint. Next high stress
maximum indicated colour with yellow and values is 74 Mpa. Next highest maximum
stress indicated with light green value of the stress is 53 Mpa. Next highest maximum
stress indicated with thick green value of the stress is 42 Mpa. Next highest maximum
stress indicated with very light sky blue value of the stress is 31Mpa. . Next highest
maximum stress indicated with sky blue value of the stress is 21Mpa. Next highest
maximum stress indicated with very light blue value of the stress is 10Mpa lest
maximum stress is 3Mpa

Table No: 5.1 Static Result

VARIABLES VALUES

38
 Deformation max 0.03634
Stress max 95.4Mpa
Stress Min 0.00837Mpa

Table 5.1 describes about when load acting on the car chassis how stress maximum ,
stress minimum occurred and deformation maximum values are shown.

5.2 Modal results

Fig: 5.2 modal Result1

The above figure shows the model result2 deformation and stress occurred due
to load acting on the longitudinal members, natural frequency and mode shape. Red
colour indicates the maximum stress and deformation which occurs at the middle
portion of chassis and values of the stress maximum and deformation are .0036Mpa
and 0.0036m respectively at middle axial .Orange indicates stress and deformation,
which is less than red, is .0032 Mpa that occurs near to the middle portion .Second
stress-maximum colour is yellow and value is .0028 Mpa . Third stress is indicated
with green and value of the stress is .0024Mpa. Fourth is thick green with value of the

39
stress is0.002 Mpa. Fifth is indicated with sky blue and value of the stress is 1.6Mpa. .
Sixth colour is light blue and value of the stress is 0.0012Mpa. Seventh colour is blue
and stress value is 0.0008Mpa, remaining is thick blue, with stress value 0.0004 Mpa
at portion where the fixation of frame takes place.

Table No: 5.2 Modal Result 1

Stress maximum in Stress minimum in

Colour
Mpa Mpa
Red .0036 0.0032

Indigo 0.0032 0.0028

Yellow 0.0028 0.0024

Light Green 0.0024 0.002

Green 0.002 0.0016

Light Cyan 0.0016 0.0012

Cyan 0.0012 0.0008

Sky Blue 0.0008 0.0004

Blue 0.0004 0

40
 Fig 5.3 Modal result 2

The above figure shows the model result2 deformation and stress occurred due
to load acting on the longitudinal members, natural frequency and mode shape. Red
colour indicates the maximum stress and deformation which occurs at the middle
portion of chassis and values of the stress maximum and deformation are 0.0034 MPa
and 0.34m respectively at middle axial .indigo indicates stress and deformation, which
is less than red, is 0.0030 MPa that occurs near to the middle portion .Second stress-
maximum colour is yellow and value is 0.0026 MPa. Third stress is indicated with
light green and value of the stress is 0.0023Mpa. Fourth is green with value of the
stress is 0.0019 MPa. Fifth is indicated with light cyan and value of the stress is .0015
Mpa. . Sixth colour is thick cyan and value of the stress is .0011 MPa. Seventh colour
is sky blue and stress value is 0.0007Mpa, remaining is blue, with stress value 0.0003
MPa at portion where the fixation of frame takes place.

41
 Table No: 5.3 modal Result 2

STRESS
STRESS MAXIMUM
COLOUR MINIMUM IN
IN MPa
MPa

Red 0.0034 0.0030

Indigo 0.0030 0.00269

Yellow 0.00269 0.00231

Light green 0.00231 0.0019

Green 0.0019 0.0015

Light cyan 0.0015 0.0011

Cyan 0.0011 0.00076

Sky Blue 0.00076 0.00039

Blue 0.00039 0

42
 Fig.5.4 Modal result 3

The above figure shows the model result2 deformation and stress occurred due
to load acting on the longitudinal members, natural frequency and mode shape. Red
colour indicates the maximum stress and deformation which occurs at the middle
portion of chassis and values of the stress maximum and deformation are 0.0039 Mpa
and 0.0035m respectively at middle axial .Orange indicates stress and deformation,
which is less than red, is 0.003MPa that occurs near to the middle portion .Second
stress-maximum colour is yellow and value is 0.0026 MPa. Third stress is indicated
with green and value of the stress is 0.0023MPa. Fourth is thick green with value of
the stress is 0.0019 MPa. Fifth is indicated with sky blue and value of the stress is
0.0015MPa. . Sixth colour is light blue and value of the stress is 0.0011MPa. Seventh
colour is blue and stress value is 0.0007 MPa, remaining is thick blue, with stress
value 0.0003 Mpa at portion where the fixation of frame takes place.

43
 Table No: 5.4 Modal Result 3

STRESS MAXIMUM STRESS

COLOUR
IN MPa MINIMUM IN MPa

Red 0.0039 0.0035

Indigo 0.0035 0.003

Yellow 0.003 0.0026

Light Green 0.0026 0.0021

Green 0.0021 0.0017

Light Cyan 0.0017 0.0013

Thick Cyan 0.0013 0.0008

Sky Blue 0.0008 0.0004

Blue 0.0004 0

44
 Fig.5.4 Modal result 4

The above figure shows the model result2 deformation and stress occurred due
to load acting on the longitudinal members, natural frequency and mode shape. Red
colour indicates the maximum stress and deformation which occurs at the middle
portion of chassis and values of the stress maximum and deformation are .00047Mpa
and 0.004m respectively at middle axial .Orange indicates stress and deformation,
which is less than red, is 0.0042 Mpa that occurs near to the middle portion .Second
stress-maximum colour is yellow and value is 0.00367 Mpa . Third stress is indicated
with green and value of the stress is .00314Mpa. Fourth is thick green with value of
the stress is 0.00262 Mpa. Fifth is indicated with sky blue and value of the stress is .
0021Mpa. . Sixth colour is light blue and value of the stress is .0015Mpa. Seventh
colour is blue and stress value is 0.0010Mpa, remaining is thick blue, with stress
value 0.0005Mpa at portion where the fixation of frame takes place.

Table No: 5.5 Modal Result 4

45
 Stress maximum in Stress minimum in
Colour
Mpa Mpa

Red 0.0047
0.0042

Indigo 0.0042
0.00367

Yellow 0.00367
0.00314

Light Green 0.00314

0.00262

Green 0.00262
0.0021

Light Cyan 0.0021

0.0015

Thick Cyan 0.0015

0.0010

Sky Blue 0.0010

0.0005

Blue 0.0005
0

46
 Fig .5.5 Modal result 5

The above figure shows the model result2 deformation and stress occurred due
to load acting on the longitudinal members, natural frequency and mode shape. Red
colour indicates the maximum stress and deformation which occurs at the middle
portion of chassis and values of the stress maximum and deformation are 0.00015Mpa
and 0.00015m respectively at middle axial .Orange indicates stress and deformation,
which is less than red, is 0.00013 Mpa that occurs near to the middle portion .Second
stress-maximum colour is yellow and value is 0.00011. Third stress is indicated with
green and value of the stress is 0.00010 Mpa. Fourth is thick green with value of the
stress is 0.000084 Mpa. Fifth is indicated with sky blue and value of the stress is .
000067Mpa. . Sixth colour is light blue and value of the stress is 0.00005 Mpa.
Seventh colour is blue and stress value is 0.000038Mpa, remaining is thick blue, with
stress value 0.000016 Mpa at portion where the fixation of frame takes place.

47
 Table No: 5.6 Modal Result 5

Stress maximum in Stress minimum in

Colour
Mpa Mpa

Red 0.00015 0.00013

Indigo 0.00013 0.00011

Yellow 0.00011 0.00010

Light Green 0.00010 0.000084

Green 0.000084 0.000067

Light Cyan 0.000067 0.00005

Thick Cyan 0.00005 0.000038

Sky Blue 0.000038 0.000016

Blue 0.000016 0

48
 Table:5.7 Modal Results 6

Set Time/Freq. Load step Sub set Commutative

1 71.06 1 1 1

2 127.2 1 2 2

3 157.25 1 3 3

4 254.29 1 4 4

5 273.87 1 5 5

During tensile testing of a material sample, the stress–strain curve is a

graphical representation of the relationship between stress, derived from measuring
the load applied on the sample, and strain, derived from measuring the deformation of
the sample, i.e. elongation, compression, or distortion. The slope of stress-strain curve
at any point is called the tangent modulus; the slope of the elastic (linear) portion of
the curve is a property used to characterize materials and is known as the Young's

49
modulus. The area under the elastic portion of the curve is known as the modulus of
resilience. The nature of the curve varies from material to material. The following
diagrams illustrate the stress–strain behaviour of typical materials in terms of the
engineering stress and engineering strain where the stress and strain are calculated
based on the original dimensions of the sample and not the instantaneous values.

0.007

0.006

S 0.005

T 0.004

0.0035
R
0.003
E
0.0025
S 0.002

S 0.0015

MPa 0.0001

0.0005

0.0005 0.0001 0.0015 0.002 0.0025 0.003 0.0035 0.004 0.005

STRAIN

1st Natural Frequency

2nd Natural Frequency

3rd Natural Frequency

4th Natural Frequency

5th Natural Frequency

The above graph represents the stress and strain relationship of modal
analysis. If the stress is increased beyond the red dashed line as indicated above
breakage occurs.
50
 Low carbon steel generally exhibits a very linear stress-strain relationship up
to a well defined yield point. The linear portion of the curve is a elastic region and the
slope is the modulus of elasticity or young’s Modulus. After the yield point, the curve
typically decreases slightly because of dislocations escaping from Cottrell
atmospheres. As deformation continues, the stress increases on account of strain-
strain hardening until it reaches the ultimate strength. Until this point the cross section
area decreases uniformly because of Poisson contractions. The actual point is in the
same vertical line as the visual rupture point.

5.3 Discussion

Stress obtained from static analysis is 95 MPA and allowable stress of the steel
is 300 MPA from theoretical calculations by comparing theoretical stress is greater
static result hence the design is safe.

5.4 Validation
The results obtained are natural frequencies, mode shapes and stress-strain
graphs with respect to the static and dynamic analysis under different conditions,
frequencies are compared with the results obtained in the research work of Mohamad
Tarmizi Arbain, 2008. The results obtained are nearly same that of the above
mentioned research work.

6. CONCLUSION AND FUTURE WORK

The structural Analysis results of “Car chassis Frame” have been obtained
with general purpose Finite Element package in Ansys for the specified loads and

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boundary conditions. Various loads on chassis frame have been applied and concluded
that
 Stress varies linearly with loads, bending stress is directly proportional to load
and the maximum stress occurs at the centre of frame.
 Member force values increase with the load, maximum bending elastic strains
occur at middle portion of the frame and increases with the load.

In this static analysis, calculations of the stresses, deflections are observed

and in modal analysis the calculations of the natural frequency and mode shapes are
obtained and it is concluded that it reduces the time compared with manual
calculations.

The calculated theoretical stress is higher when compared with stress found
out from the ANSYS, hence design is safe. By this analysis, a better design of the
frame can be obtained with higher capacity and higher durability of a Car chassis
Frame. A chassis is the supporting frame of a car. It gives the car strength and rigidity,
and helps increase the car's crash-resistance through energy absorption. If a car was a
human body, the chassis would be the skeleton. During a fall, a person with strong
bones is likely to be hurt less than someone with weak bones. The same goes for a car
in an accident. The chassis helps keep a vehicle rigid. A strong chassis will keep the
back end of a car from falling out of alignment with the front end, while remaining as
stiff and unbending as possible. The
chassis is especially important in ensuring low levels of noise, vibration and harshness
(NVH) throughout the vehicle. The key determinant permitting reduced levels of
NVH is energy absorption. By having a high level of energy absorption, NVH levels
are lowered, but more importantly, passenger protection can be enhanced in the event
of a collision. Plastic is making an inroad in to the chassis market. Innovations in
plastic technology have brought about the development of successful chassis
applications that would not be possible using any other family of materials.

BIBLIOGRAPHY

(1) Willliam F. Milliken and Douglas L. Milliken, “RACE CAR VEHICLE

DYNAMICS”, Society of Automotive Engineers Inc., pg 673-667, 1995
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(2) Paul M. Kurowski, “Engineering Analysis with COSMOS Works Professional
2007”, Schroff Development Corporation, pg 99-104, 2007
(3) Paul M. Kurowski, “Engineering Analysis with COSMOSWorks Professional
2007”, Schroff Development Corporation, pg 218-219, 2007
(4). Autar K. Kaw, "Mechanics of Composite Materials",CRC press, 1997.
(5). Ahid D. Nashif, David I. G. Jones and John P.Henderson, “Vibration Damping”,
John Wiley & Sons Publication, 1985, Newyork.

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