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Reverse Engineering Approach in Modification of Three Wheeler Bajaj Chassis

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 Research Article
Branna Journal of Engineering and Technology (BJET)
Vol. 2, No. 1: May, 2020, pp. 21 – 40

Reverse Engineering Approach in Modification of Three Wheeler Bajaj

Chassis
Mewael Gebrehiwot Hailu, Ashish Thakur*, Okqubamariam Leake
Solid Mechanics and Design Chair, School of Mechanical and Industrial Engineering, Ethiopian Institute of
Technology, Mekelle University

*Correspondence author: hakurashish1@gmail.com,

Phone number: +251966969123

Abstract

The objective of this paper was to apply reverse engineering modification on the three-wheel vehicle
chassis commercially sold in the name of Bajaj auto. Six month timeframe was expensed to complete
the design and manufacturing of the chassis. The design process had been segmented into three phases
of goals to accomplish; collection of appropriate literature related to the three-wheeler auto, its design,
and manufacturing. Appropriate materials specification was selected to construct the new chassis to
replace the ordinary design and best design was identified based on the analysis determined from
CATIA. The design specifications implied in term of good strength, manufactured from local material
and minimum deflection of the structure when subjected to the load. A 3-dimensional mode of auto
product was prepared using CATIA software. For the displacement of the chassis structure applied
load and weight parameters analyzes static and dynamic conditions. Stress and deflection value found
in static and dynamic condition shows the beam is safe. Since the total weight of the former and the
modified frame are equal, so extra cost incurs are less. Cost analysis predicts the manufactured cost
for the chassis is likely to be cheaper with reverse engineering approach. The main goals were met
successfully within allotted time. CATIA designed 3D model chassis is suitable for auto production
development. The end-of-life vehicle can be reused with limited rebuilding costs. Also, the special
customization of TWV can be performed.

Keywords: Bajaj, CATIA, Chassis, Cost, Vehicle, Static and dynamic

1. Introduction & Background

A number of Bajaj vehicles which were imported from abroad expensed high foreign
currency in Ethiopia. The cost of Bajaj 17,000 Birr 8 years ago has dramatically jumped by
175,000 Birr by current years (as it is confirmed form auto distributor/dealer of Addis Ababa
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Ethiopia). The dramatic increment in the cost is also under gunfire because the demand of
short transportation vehicle created by the economy positive impact. Most of the body part
and structure of tri wheel (especially TAGRO Bajaj) come from its origin in almost
assembled, nothing is done so far in our country which led us for investing a huge amount of
foreign currency for initial investment and spares. It needs to work on reverse engineering
modification on chassis of three-wheel vehicle to reduce the cost of the Bajaj to save foreign
currency and generate job opportunity.
By viewing the structure, spares of the available tri wheel is relatively simple compared to the
recent model vehicles. The tri wheel vehicles door, maintenance and modifications of body
structure can be manufactured in small auto manufacturing shops and garages. It indicates
that the demand leads for the market to engineer some parts, after the completion of this
research the re-engineering will have a potential to be manufactured home and abroad of the
available industries. Bajaj components are well equipped with all necessary facilities, skill
sets and trained manpower for servicing and repairs of “RE 4-STROKE”. Bajaj Auto has
provided a limp home facility to run the vehicle on petrol in case the „Gas‟ is exhausted. The
parts in Bajaj are simple and easily manufactured, motor of car made from a single piston.
Simplicity encourages manufacturing this three wheel car and their parts by engineering
sophistication [1]. Research and development of this paperwork was carried out in Mekelle
University, Ethiopia. Since day by day procurement cost of Bajaj increasing, it was a
potential reason to modify reverse engineering approach on the chassis was to manufacture in
local available workshop at affordable buying cost as well as cut the o v e r a l l
s h o r t e r d e v e l o p m e n t t i m e . In order to restore the stiffness of the
vehicle‟s body the structure has to be significantly modified.
Some major auto rickshaw players in the commercial market namely are TVS king, Piaggio
Ape, Baja, Mahindra & Mahindra, TukTuk Forwarder and Monika Motors. Available
commercial model of three major auto rickshaws makers Bajaj, TVS King, and PiaggioApe
for their products since long are popularly known in auto market[1]-[6].
1.1. Chassis
Generally, chassis is classified into five types (ladder chassis, twin tube, four tube, space
frame and monocoque) on the basis of frame[7]-[8].
Frame work of a Chassis is to support the body, engine and other parts of the vehicle[5].
Chassis can be classified on the basis of different parameters such as control,
fitting to engine, number of wheels fitted to the vehicle etc. Chassis must be strong enough to

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resist the shock, twist, vibration and other stresses. Maximum stress and maximum deflection
are important criteria for design of the chassis.
In a modern vehicle, chassis is expected to fulfill the important functions; such as mounting
points for the suspensions, the steering mechanism, the engine and gearbox, the final drive,
the fuel tank, the seating for the occupants, rigidity for accurate handling and protect the
occupants against external impact. While fulfilling these functions, the chassis should be light
enough to reduce inertia and offer satisfactory performance. It should also be tough enough to
resist fatigue loads that are produced due to the interaction between the driver, the engine and
power transmission and the road, finally the safety of the chassis is a major aspect in the
design, and should be considered through all stages[9].
The Piaggio Ape is built of a semi-monocoque frame that uses a single load-bearing chassis
in sheet-steel and a steel body that houses either one ( in some older models ) or two
seats[5].A modern low friction 7-port engine that is high in fuel efficiency drives the TVS
King. The engine operates at lower revolutions for a given road speed, thereby improving the
reliability of the engine[3]. Tech Mahindra‟s Automated Test Assurance (ATA) Tackles the
Challenges of Model-Based Testing (MBT).However, Tech Mahindra argues that with ATA it has
an offering that overcomes these challenges through easier creation of models/diagrams and
some reuse of existing test artifacts. Nevertheless, the reverse engineering approach should be
considered as an accelerator rather than a 100% reliable automation tool. Once the model is
created, ATA relies on a standard MBT approach, with automated creation of test cases, and
test scripts[10] and [11]. TukTuk Thailand product line is usually composed of features
ranging from few dozens to several hundreds. The way an approach uses these techniques
determines whether the approach is suitable for product lines or not[12]. Monika TukTuk
applied KATIA domain specific knowledge via TRITOP model is a mobile industrial optical
measuring system that determines the 3D position of markers and other visible elements
which can be placed on the measured object[13]. Most SUV‟s are still use ladder a typical
ladder frame.

The objective of this work is to assist in creating and opening a market for 3-wheeled
vehicles are-designing and manufacture replacement of tri-wheel vehicle chassis (Bajaj) by
reverse engineering approach. This was implied by measuring the current dimensions of
chassis and suspension system of the Bajaj, modeling and simulation of the redesigned
chassis, specify the material and mode of manufacturing of the chassis, re-designing and

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manufacturing of the chassis by available materials and manufacturing the modified chassis
of Bajaj.
A key component of this paper is the technology transfer that enables the successful launch
and sustainable deployment of 3-wheelers in the Ethiopian market. Sustained deployment
would need that the on-road price of the vehicle be within an affordable limit. Thus
manufacturing costs need to be controlled from the very inception of commercial deployment
through reverse engineering.
2. Materials and methodology
The methodology of the work shows how the paper started, data collected, and further steps
considered during methodology. The following steps are used to accomplish the goals of this
paper:
1. Measure the detail dimensions of disassembled Bajaj chassis using measurement
device and followed the steps.
2. Define outlining the chassis design, performance, weight, and cost requirements for
the paper and analyze the tests required to meet the design specifications.
3. Design and create 3-dimensional model solid model of tri wheel vehicle TWVchassis
using CATIA.
4. Structural components using CATIA to analyze and optimize part stresses.
5. Detailed drawings of all fabricated components. Created assembly drawing and parts
list of all components.
6. Manufacture the chassis components.
7. Assemble all components and arranged test motor controller module before installing
on vehicle, road vehicle and adjust as required.
8. Testing the TWV to ensure all components functioned as designed.

(a) (b)

Figure1. Dimension measurements, a Measuring the current chassis, b leveling the current
chassis

Reverse engineering material used for the work was St-37. Measuring, and leveling the
current chassis are shown in Figure 1(a), and (b) above. In a comprehensive modern measure
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and the rebuild method in future might refer on various alteration of three-wheel vehicles,
fitting of existing parts (side doors) on newly developed TMV body and the development of a
new rear door opening mechanism for an existing production car [14].
2.1. Manufacturing Process and Assembly Positioning
Three-wheel vehicles (TWVs) are preferred in place of four-wheeled vehicles because they
can negotiate narrow lanes; maneuverability in small turn radii road is better and they are
easy to handle on crowded roads. In the case of 4-wheeled vehicles moving with a small turn
radius, all wheels do not execute pure rolling motion because of geometric steering
constraints. This leads to wheel skid, resistance to the turning action and accentuated tire
wear. The wheels of TWVs do not skid during low speed maneuvers.
The finished component required to produce the chassis of TWV are cutting, drilling,
bending and welding sheet metal and tubes. Cutting and drilling manufacturing process
analyses of automobiles are shown in Table 1 and Table 2 given below.
a. Blank cutting sheet metal and tube –The cutting time for the sheet metal can be found
using analytical formula.
Cutting time= (Total pass*length/ (table speed)) +reverse time
b. Finishing face sheet metal and tube
Facing time= (Total pass*length/ (table speed) +reverse time
Table1. Manufacturing process analysis
Operation Depth Cutting Down Table Total Length Tracing Setup Cutting Reverse Total
of cut speed feed speed pass of time time time time per time
cutting pass
cutting 2mm 25m/s .05mm 0.25m/s 40 21m 3hr 2hr 56min 1sec 5.95hr
facing .5mm 30m/s .1mm 0.25m/s 15 21m 0 2hr 25min 1sec 2.43hr

Drilling must be operate at correct cutting speed and feed; the cutting and feed rate can be
determined on the basis of the three conditions (i) The work is rigidly stamped (ii) The
machine is in good working condition and (iii) The drill is correctly selected and grounded
for the being cut. HSS twist steel drills used for cutting speed calculated using equation 1 &
2;
Total number of holes drilled = (1)

( )
(2)

Where, Td: drilling time, n: the spindle speed in rpm, L: length or depth of the hole, S: feed
rate
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2.2.1. Manufacturing Processes

(a) (b)

(c)
(d)

(e)

Figure2. Manufacture process, a Tracing, b cutting, c bending, d drilling, e welding of sheet

metal

Tracing, cutting the steel sheet, bending, drilling, welding were used to manufacture the
chassis of the tri wheel vehicle detailed illustrated in Figure 2(a-e) shown above. In tracing,
the measurement of the chassis parts was traced from paper to sheet metal. A hand tool
machine for cutting of the sheet metal was used. Bending machine available in the shop was
used to bend chassis parts. Drilling machine available in shop used to produce hole in the
components. Arc type welding for assembling of tri wheel vehicle chassis parts to form a
bound between them was facilitated.
Table 2 Manufacturing process analysis
Material spindle depth of the Rate of Feed Set up time per Drilling Total time for
being drill speed hole(mm) (mm/rev) hole(min) Time per all holes (hr)
(rpm) hole(min)

Steel 37 40 2 0.05 2.5 1 2.17

2.2. Assembling Procedure

Assembling process of positioning, drawing, manufactured chassis and solid modeling of
chassis is shown respectively in Figure 3(a), (b) and (c) given below. Assembling procedure
of the reverse reengineering of TWVchassis was modeled using CATIA V5.Parts of different
assembly positioning approach using CATIA to assemble the final reengineered product were
followed by leveling of ground and setting distance center line of one-part face to centerline
of the other. Welding size ofbothsideswithsingle fillet was 1.5mm.All dimensions for front,
upper, lower ground envisaged on the Figure 3 are in mm.
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(a)

(b)

(c)

Figure3. Assembling procedure of the reverse reengineering of TWV chassis, a Assembling of

positioning drawing, b Manufactured chassis, c Solid model of chassis of tri wheel vehicle

3. Results and Discussion

3.1. Design Analysis

Specification Requirement

Required specifications are listed below. Parameters top speed, wheel base, wheel track,
overall length, overall width and overall height are taken the specifications for the TWV
(Bajaj)[1].
The detail parameters followed from the TWV specifications are shown below.
Top speed: ~40 km/h Load capacity: 1 driver + 3 Passenger‟s
Wheel base: ~1900mm Transverse axle: No
Wheel track: ~920mm Front and rear wheel dimension: 4.00-8,
Overall length: ~2500 mm 4PR original Bajaj wheel in rear and front
Overall width: ~1240 mm Distance from rear of the rear wheel to
Overall height: ~1630mm rearmost of the vehicle: 20 cm
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Some of the listed parameters above can be changed while some specifications have to be
kept as closely as possible as considering cost, weight and manufacturing process. The
wheels used in the front and rear wheels with the dimension; 4.00-8, 70E 4PR. The rear and
front wheel arc including the suspension damping system. The rear wheel had to be mounted
~20 cm from the rear of the wheel to rearmost of the vehicle, i.e. the wheel center needed to
be mounted ~40 cm from the rearmost of the TWV (to keep the wheel protected in an event
of a small impact)[1]. Parameters top speed around 40 km/h to be considered when running
the simulations.
The vehicle was designed for one driver, three passengers and some additional object. The
people in the TWV should be included in the weight distribution which also is an input for
the simulations.
3.1.2. Center of Gravity Calculations

In this work, the position of the center of gravity with different loads and the load
distributions in front and rear suspension springs were calculated using MATLAB
2009.Thecenter of mass position for the vehicle, including the driver and passengers, was
calculated from the center of gravity of each part, which included the TWV structure
inclusive body sheet, fuel engine and additional weight of object. These parts together
represent the sprung mass. The mass of those parts from that area and the positions were
acquired from the CATIA model/assembly of the TWV.Below is a list of the different
masses:
TWV structure inclusive body sheet: 120 Passenger/driver: 70 kg
Kg Full load – Driver plus four passengers:
Fuel engine: 50kg 490kg
Material handling in dash board: 40kg Maximum speed: 40km/hr

The center of mass was calculated for full load (three passengers plus driver).The
mathematical formulas were used in equation 3 and 4 to calculate the center of gravity
position.
Position:
( ) …………………………………………………...............................................(3)

Centre of mass:
( ) ( )
CM= ……………………………………………………………………… (4)

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The MATLAB script for the calculation could easily be modified if the positions or masses of
the “parts” would be changed. With two rear wheels and one front wheel; called a delta
shape, a stable triangular zone formed from the wheel positions could be drawn. The position
of the center of gravity should be within the triangular zone to maintain stable characteristics.
Within the MATLAB script, the weight distribution on each wheel was calculated, since the
center of gravity is not located in the center of the vehicle (complete script written separately
on Appendix A). TWV got three wheels instead of four which implies that the front wheel
might have to carry more weight than the rear wheels. As the position of the center of gravity
for full load is located more to the rear than the front, more weight will be carried by the rear
springs. With only one front wheel, the weight that is distributed to the front will be carried
by that spring alone.
For the rear part, the weight distribution on each side needed to be calculated (since there are
two rear wheels). The spring stiffness coefficient was calculated and retrieved from the side
that carried the most weight, but the same value were used on both sides since the rear
springs are placed symmetrical and should have the same spring stiffness coefficient[15],
[16]-[17].
When the weight distribution is known the resulting force on each wheel could be calculated,
which is the same as the force the springs should withstand for a given length.
To calculate the spring coil turns and coil diameter which defines the fully compressed
damper an equation was needed [18]. Spring constant was calculated using the formula
expressed in equation 5.
The spring constant of the spring (K):

( )
K= ………………………………………..………………………………………… (5)
( )

Where d is the coil diameter, n is the number of coil turns, D is the spring outer diameter and
G is the shear modulus [19].
The already known essential parameters were the reasonable spring outer diameter, the spring
stiffness coefficient and the information on the defining piston length. The shear modulus for
AISI 9260 is 190-210 GPa. [20].
With the known essential parameter mentioned above the number of coil turns can be easily
found.

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 Spring outer diameter:

Front: 55mm Rear: 80 mm
 Shear modulus:
Front: 200 GPa Rear: 200 GPa
 Coil turns
Front: 12 Rears:10

 Coil diameter:
Front: 7 mm Rear: 10 mm
 Spring coefficient:
Front: N/mm Rear: N/mm
 Damping constant
Front: 2N*s/mm Rear: 2.2N*s/mm
Front “tire properties”

Stiffness: 160 N/mm Material Damping: 16 N*s/mm

Rear “tire properties

Stiffness: 160 N/mm Material Damping: 16 N*s/mm

Total spring constant

Front:38N/mm Rear: 49N/mm

Total damping constant

Front: 1.7N*s/mm, Rear: 1.9N*s/mm

3.1.3. CATIA Model of a Chassis Vehicle
As all chassis parts modeled in CATIA software are managed as rigid bodies and dynamic
bodies a simulation had to be carried out on the different part of chassis like main frame,
passenger support, driver support and engine support to make it behave as a real one. The
CATIA simulation application allowed a model to be optimized for the different part of the
chassis dimension of the TWV and Mahindra and Mahindra[1], [10]-[11].This was used to
model the deflection of the chassis under worst case loading. The simulation follows the
procedure given below.
1. Assigning material property; material property of the chassis was assigned to steel 37 since
it is a common material used in chassis and easily available in local area.
2. Modeling and create a mesh of the chassis part where tetrahedral 3D elements of medium
size 5 mm were used. The element size defines the resolution of the
deformation/displacement calculations. Smaller element sizes give a higher resolution and
slower solve performance. On the other hand too large element size can give inaccurate
results. With this information an element size of 5 mm was found reasonable.
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3. Specifying the restraint at the connection points on each side of the chassis parts where the
end links were connected.
4. Assigning load distribution on the chassis part.
The structure can be simply assumed as beam, with uniformly distributed load due to
passenger, driver & body over its length, and the point loads at the engine, transmission and
various heavily loaded accessories. It is fixed at its three wheels or suspensions. Solid model
of chassis made using CATIA software shown in Figure 3(c) given above.

Specification of material
Material: steel 37 Density =7860kg/m3
Factor of safety=2.5 Thermal Expansion =1.17e-
2
Young Modulus =2.1e+011N/m 005K.deg
Poisson Ratio= 0.29 Yield Strength =2.3e+008N/m2
The material was selected for the projection the basis of local availability, less cost, easy to
machine and sufficient strength.

3.1.3. 1. Model Description Passenger Support

a) General overview CATIA model
The passenger support is created from plate elements. The plate is modeled in the CATIA
software. Model, mesh model, and load distribution and its constraint on passenger seat plate
are shown in Figure4 (a), (b), (c) and (d) given below. Figure 4(a-d) illustrates the plate
model made by CATIA can be maximum load for length of the passenger support plate when
loaded to the frame. Passenger support handling is concerned with the response of the vehicle
plate load capacity its ability to stabilize its motion against external disturbances-ease of
stability.

(a) (b)

(d)
(c )

Figure 4. Passenger Support plate, a CATIA model, b mesh, cload distribution, dconstraint

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Mesh-To construct a model part of passenger support part octreeterraredon mesh was chosen
of 5mm average size of material steel 37 with 2.5 factor of safety material property. A 2mm
plate thickness of the plate elements was used in the CATIA model of the passengers support.
Boundary condition-The Passengers support is constrained at the location of the top surface
of the main frame and on the tube. All plates are given the boundary conditions as depicted to
avoid failure mode. Boundary condition involves application of load and defining constraints
in the model. In our study Model is fixed in all degrees of freedom near the supports; Rigid
are applied at connecting plates and cross bars.Passengers support constraints CATIA model
is shown in Figure 4(d) given above. Distributed loads on the passengers supported plate is
shown in Figure 4(c) given above.
a) Load cases in static condition
Passenger mass =70kg Total mass (M) =330kg
Additional weight=50kg Gravity acceleration (g) = 10m/s2
Distributed load from passengers mass on the plate = M *g=3300N
Results Passengers Support
Results in Figure 5(a) depicts the maximum stress occurs on the center of beam which is
34.5MPa; and torsional displacement value results was observed from analysis is 0.0858 mm
is shown in Figure 5(c) given below illustrates the beam is safe in the static condition. Top
plate Von Mises stress of passenger support,Mesh and Plate translational displacement of
passenger support is shown in Figure 5(a), (b) and (c).

(a) (b) (c)

Figure 5. Passenger support, a Top plate von misses stress of passenger support (N/m2), b
mesh, c plate translational displacement

3.1.3. 2. Modification of Main Frame

Former and modified main frame is shown in Figure 6(a) and (b) given below. The cross-
section of the main frame is modified from C-section to I-section due to the following
reasons

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 Easy to manufacture: that is in the local area to bend the C-section is difficult to the
required dimensions. To manufacture the modified section simply preparing the sheet
metal and tracing the profile of the required shape and cutting using shearing or
grinding machine. Finally, welded together three part based on the weld size.
 High strength: when comparing the two sections the modified section is much
stronger than the former one.
 Does not increase cost: since the total weight of the former and the modified part are
equal. That is the only difference in the cost is in the manufacturing process.

3.1.3.3 Main Frame Model

(i) Model description main frame
Main frame modeled by CATIA is shown in Figure 6(b) given below. The main frame
of the chassis is supported on the shown pictures. These supports are fixing supported.
Meshing of main frame was followed by appropriate mesh properties. To construct a model
part of passenger support part octreet errared on mesh was chosen of 5mm average size of
material steel 37 with 2.5 factor of safety material property was used. General overview of
main frame is shown in Figure 6(c) given below. Boundary condition required for main frame
constraints is shown in Figure 6(d) given below. Distributed load in the main frame is shown
in 6 (e) and (f) respectively. Thickness of main frame is shown in Fig. 6(g) given below.

(c) (a) (d) (b)(e)

(f) (g)

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Figure 6. Main frame model, a Former main frame, b modified main frame, c CATIA main
frame model, d overview mesh of main frame model,emain frame constraints, fdistributed
load in the main frame plate thickness (2mm), gmain frame thickness

(ii) Results of the main frame chassis

In static condition

a) Distributed load in static condition: Static condition distributed load in main frame plate
thickness and plate thickness is shown in Figure 7 (a) given below.
Total mass of the vehicle =500kg
This is assumed that mass is distributed on the top surface of the beam
Distributed load=2500N

b) Main frame of the chassis in static condition: Maximum stress found 24.5MPa is below
the allowable stress and maximum deflection of 0.055mm is small so that it is safe.Von
misses stress of main frame of chassis is shown in Figure 7(b) given below. Plate
translational displacement of main frame chassis is shown in Figure 7(c) given below.
In dynamic condition

a) Distributed load in dynamic condition on the main frame

When considering in the static condition the load due to bump road is completely absorbed
by the shock absorber. But in practically the shock absorber is absorb some part force and
remain amount of force is transmitted to the chassis of the vehicle. This shows the chassis can
be fail due to this force. So that to prevent the chassis from this force it needed to be consider
dynamic effect.
b) Results main frame of the chassis in dynamic condition
From the MATILAB script the maximum force transmitted to the vehicle is due to rough
road. Von misses stress of main frame chassis plate in dynamic condition is shown in Figure
7(b) given below. Plate translational displacement
(b) of main frame of chassis is shown in
Figure 7(c) given below. Velocity 40km/h, static displacement of 6cm, peak to peak distance
100cm, and force transmitted to the chassis 8990N parameters were considered during
dynamic condition. Maximum stress and maximum deflection were found 71.3 MPa

(b)
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and0.105mm respectively shows the main frame of chassis is in safe mode considering the
allowable yield stress.

(c)

Figure7.Main frame chassis plate in dynamic condition, aload distribution of main frame of
chassis (mm), b Von mises stress of main frame of chassis (N/m2), ctranslational
displacement of main frame of chassis (mm)

3.2Analytical Verification
The cross-section of the main frame is shown in Figure 8. CATIA software was used for the
stress analysis of frame. Since this section of the frame is subjected to shear stress. Assuming
shearing force distributed uniformly along the length of the beam. I-Cross section of main
frame is shown in Figure 8(a). Maximum stress occurs on the center of I-Cross section is
expressed in equation 6 given below. Welded main frame of chassis and long fillet weld
subjected to shear stress is shown in Figure 8(b) and 8 (c). Weld mode types and material
weld property is presented in Table 3 given below. Using AWS E6013,fusion welding,
electrical arc welding and double fillet joints weld mode process were tested for weld
mechanical property of main frame of chassis.
Shearing stress= distributed searing force (q)/thickness (t)
In this section, the maximum stress occurs on the center of the section
( ( )
…………………………………………………………………………… (6)

Where F: forces apply at the point=1.3*1924=2500N

: Second moment area
b=50mm,h=91mm,t=2mm at S2=0.5h=40.5mm the maximum shear stress occur

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Table 3.Weld property and weld mode types

Material Tensile Yield Allowable Allowabl Fatigue

strength(MPa) strength(MP share e unit stress
a) stress(MPa force concentratio
) (KN/m) n factor
AWS E6013 427 345 124 2100s 1.5
Weld Mode Types
(i) Welding Process Method heat generated Weld type
(i) Fusion Welding Electric arc welding Double Fillet joint

q=1924N/m

S2

(a)

S1

(b)

(c)

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Figure 8.Welded main frame of chassis,a I-cross section of the main frame, bMain frame of
chassis (c) Long fillet weld subject to shear stress
From the above result shows the maximum shear stress found 14MPa much less than from
the CATIA simulation. In analysis meshing size of the elementwas not considered. From the
result inference it predicts CATIA simulation is better than analytical analysis.
3.3. Cost Analysis
Manufacturing costs are those costs that are directly involved in manufacturing of products
and services and costs include raw materials costs and salary of labor workers are suitable
example. Cost analysis isdivided into three broad categories by most companies. Discussion
of each category is as follows.

3.3.1. Direct Materials Cost

The materials that go into final products are called raw materials. Direct materials are those
materials that become an integral part of the finished products and that can be physically and
conveniently traced to it. Total direct materials purchase cost incurred for the paper was
2800 Birr inclusion of sheet metal (2x1000x2000mm) and tube (2x x6000mm) standard
size with unit prices of 2000 and 1600 Birr for 1 and ½ pieces respectively.
3.3.2. Direct Labor Cost
The term direct labor is reserved for those labor costs that can be essentially traced to
individual units of products. The labor cost of assembly line workers, for example, is a direct
labor cost, as would the labor cost of carpenter, bricklayer and machine operator. Total labor
cost incurred during the paper was 5000 Birr.

3.3.3. Material Preparation Cost

Material preparation cost included material cost, direct labor cost, manufacturing overhead
cost and 20% of contingency cost. Totalproduction operation cost (cutting (450 Birr), drilling
(126 Birr), welding (360 Birr), binding (38 Birr), grinding (145 Birr) and assembling (1600
Birr) and contingency (344 Birr) in Birr incurred during six segments was 3063.

3.3.4. Manufacturing Overhead

The third elements of manufacturing cost, includes all costs of manufacturing examples of
manufacturing overhead include items such as indirect material, indirect labor, maintenance
and repair on production equipment and heat and light, property taxes, depreciation, and
insurance on manufacturing facilities. Studies have found that manufacturing overhead

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averages about 16 of sales revenue. Manufacturing overhead cost incurred during the entire
paper was 5000 Birr. Manufacturing overhead combined with direct labor is called
conversion cost.

Based on this, we processed the cost analysis of our paper.

Cost Calculation
Estimated production cost = the sum of the direct labor and manufacturing overhead cost
= D.L.C + M.O.H.C
Grand total cost = the sum of the estimate production, material and material preparation cost
=D.L.C + M.O.H.C + M.C+ Material Preparation Cost
Estimated production cost=D.L.C + M.O.H.C= 5000+ 4800=9800 Birr
Grand total = D.L.C + M.O.H.C+M.C +MPC=9800+2800+3063=15663 Birr
Theoverall total cost for the TWV chassis is 15663 Birr.
Discussions

When considering the static condition, the load due to bump road is completely absorbed by
the shock absorber. But in practical the shock absorber absorbs some amount of force and
remaining amount of force is transmitted to the chassis of the vehicle. This alarms the chassis
can be fail due to this force. So, to prevent the chassis from this force it is needed to be
considered dynamic effect. Observed 71.3 MPa maximum stress is much less then yield
stress with deflection value of 0.105 shows the beam is safe in dynamic condition.

The maximum stress occurs on the center of beam which is 34.5MPa; so that it shows in the
mechanical point of view the beam is safe in the static condition. Translational displacement
occurs due to load on the beam is very less which approves the frame stability of passenger
seat. Comparing the two sections the modified section is stronger than the former one.

I-cross section of the main frame, welded main frame of chassis and long fillet weld
subjected to shear stress. Force transmitted to the chassis in dynamic condition 8990 N is
much higher in comparison to 2500 N of I-section of main frame. Maximum shear stress
occurs at the center of I-Cross was found 14 MPa much less than maximum stress values of
24.5 and 71.3MPa in static and dynamic condition, it clearly justifies that frame is stable
without substantial deflection and consequently chassis is completely safe.

Total cost calculated for the manufactured chassis is around 15663 Birr which seems
manufacturing chassis is likely to be cheaper with reverse engineering approach.
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4.0. Conclusion and Future Work

To be competitive in today‟s vehicle reconstruction and adaptation tasks means to do the

work fast and more cost efficient. One of the major parts of such tasks is measurement.
Chassis measurement systems have shown advantages they allow fast creation of 3D models
of existing objects, thereby allowing the engineers to spend more time on finding better
design solutions. Specifications of materials selection become a priority in order to construct
the new chassis which can replace the ordinary design. The design identified based on the
analysis determined from CATIA technique. The I-Section main frame specifications have
similar values of the Bajaj C-section assembled designed, however, comparability of design
in term of manufactured from local material with less cost and has a minimum deflection of
the structure found when subjected to the load. The maximum stress occurs on the center of
beam which is 34.5MPa; maximum deflection of the plate is 0.085mm. Maximum stress in
static condition was found 24.5 MPa with deflection 0.055 mm, and 71.3 MPa Maximum
stress with deflection value of 0.105 found in dynamic condition shows the beam is safe in
bothstatic and dynamic condition. Since the total weight of the former and the modified
frame are equal, so it is assumed there will no extra cost incur. The result is that the overall
development time is shorter and thereby more cost efficient. Cost analysis predicts the total
cost for the manufactured chassis is just around 15663 Birr which is likely to be cheaper with
reverse engineering approach. With this approach the end-of-life vehicle can be reused with
limited rebuilding costs. Also the special customization of TWV can be performed well.

.Acknowledgement
We would like to express our thanks to department of Mechanical Engineering for allowing
us to use the Materials laboratory and acknowledge NORAD for their support of financial
funding (project funding number- EIT-M/NORAD/21/2010).
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