Chassis used in a heavy vehicle modeled using Pro/Engineer. Structural and modal analysis is done on the automobilechassis using ANSYS software. This analysis is done using three materials which is STEEL, CARBON EPOXY and E-GLASS EPOXY. Using different layers 3, 5 and 11 with and without damping material as RUBBER.
Abstract: The word automobile has been very much sought after since the very past. They are used in various modes of transport. The load that should be carried by it depends upon the type of vehicle into which it is classified, and this classification is done depending on the load it has to carry. The load carrying structure is the chassis. All the components of the automobile are mounted over it. So the chassis has to be so designed that it has to withstand the loads that are coming over it. This paper aims at analyzing an automobilechassis for a 10 tonne vehicle. The modeling is done using Pro-E, and analysis is done using Ansys. The overhangs of the chassis are calculated for the stresses and deflections analytically and are compared with the results obtained with the analysis software. Modal Analysis is also done to find the natural frequency of the chassis and seen that it is above than its excitation frequency.
The objective of this project is to reduce chassis weight by replacing the rigid solid chassis with I-section honeycomb chassis and also replacing conventional materials with composite materials Kevlar, Carbon fiber, S2-glass epoxy. The chassis weight is reduced since the densities of the materials are less than that of conventional materials thereby improving load withstanding capacity, minimizing the fuel consumption & improving total performance of the vehicle. The Modeling and Analysis of automobilechassis is done and compared for original chassis and chassis with honeycomb structure. Which type of chassis is in less weight is find out and best material suitable among three materials is analyzed by performing static structural, modal, random vibrational analysis. The chassis is modeled by using PRO-E and analysis by using ANSYS software.
The chassis provides the strength needed for supporting the different vehicular components also to support the payload and helps to keep the automobile rigid and stiff. The chassis is an important component of the overall safety system of any vehicle. Chassis structure also ensures low levels of noise, vibrations and harshness throughout the automobile. Chassis should be rigid enough to withstand the shock, twist, vibration and other stresses. To perform above stated operations efficiently chassis building should be strong enough; Welding Process plays an important role in chassis building Welding distortion, a result of the non-uniform expansion and contraction of weld metal and adjacent base metal during the heating and cooling cycle of the welding process, is a major concern during the fabrication of a welded structure. Welding distortion causes complex consequences. In this project the chassis assembly is to be analyzed for the various different weld sequences, using the transient thermal and transient structural analysis in ANSYS software. Then based on results an optimized welding sequence is recommended..
Abstract : Present in this research work is the evaluation of the mechanical properties and the simulation of sisal/jute hybrid polymer composite properties in comparison to a model metal steel automobilechassis panel. Mechanical behavior of composite material depends on many factors such as fibre content, orientation, types, length etc. A hybrid composite is a combination of two or more different types of fibre balance the deficiency of another fibre. An effort made by this work is to evaluate the behavior of sisal/jute fibre reinforced in polyester based hybrid composites compared to mild steel material. Stress/strain and displacement analysis using solidworks explorer software carried out for structural simulation of the hybrid composite. Sisal/Jute Polymer composite analyzed using solid work explorer software attained maximum Von Mises stress of 207698N/m 2 , mass density of 1400Kg/m 3 , maximum displacement of 0.0215421mm, Tensile strength of 31.7MPa, and compressive strength of 93.7MPa compare to Mild steel with maximum von Mises stress of 168859N/m 2 , mass density of 7858Kg/m 3 , maximum displacement of 0.00303525mm and Tensile strength of 425MPa.The simulated results on these properties are significantly not different from those obtained in the experiment.
From the above results, it is seen that Weld Path 4 has minimum deformation of 4.3606 mm which is minimum of all the cases stated above, thus weld path 4 (Simultaneous application of heat flux to the top and bottom plates of alternate rows throughout the length) is considered as the optimum path for welding for given model of chassis. 11. Distortion due to Welding in Optimized Case
restructured. The dynamic stress test of the whole truck was implemented to obtain the peak stress of the mainly forced area, which was compared with the simulated stress. It was found out that the error was allowable so that the accuracy of the finite element model was definitely ensured. The quasi- static stress analysis method was employed to acquire stress influence coefficient under unit load, which was associated with load histories of the frame to get the dangerous stress area. The fatigue life of the frame was calculated on the basis of Palmgren–Miner damage theory. It was turned out that the minimum life area of the frame is located at the frame joints of suspension, which matches the practice. More recently, Bhat et al. in 2014 , redesigned a modified chassis for tractor trolley. The existing trolley chassis designed by industry uses „C‟ Cross section having dimension 200mm x 75mm x 7mm and the material
Automobilechassis is a skeletal edge on which different mechanical parts like motor, tires, hub congregations, brakes, guiding and so forth are catapulted. The chassis is thought to be the most noteworthy segment of a vehicles. It is the most vital component that gives quality and soundness to the vehicle under diverse conditions. Vehicles outlines give quality and adaptability to the Automobile. The foundation of any Automobile, it is the supporting casing to which the body of a motor, hub congregations are fastened. Tie bars, that are vital parts of Automobile edges, are clasp that tie diverse Automobile parts together. Automobile casings are essentially made from steel. Aluminum is another crude material that has progressively ended up prominent for assembling these auto outlines. In a vehicles, front casing is an arrangement of metal parts that structures the system which likewise underpins the front wheels. It gives quality expected to supporting vehicular parts and payload set upon it.
There are two main objectives, which involves on the development of automobilechassis. Firstly, the appropriate static and dynamic characteristics of the existing chassis have to be determined. Secondly, structural development process in order to achieve high quality of the product.  But today the research must be become to select a material used to manufacture light weight chassis for green and light vehicle. Green vehicle technologies are a promising
the vehicle’s performance characteristics such as its acceleration performance orand improve its fuel economy. Hence, here the Performance-Size-Fuel economy Index (PSFI) which is the product of the vehicle’s power to weight ratio, the vehicle’s inside volume and fuel economy has been used to quantify the extent of trade-offs between the automobile’s performance, size and fuel economy (An &DeCicco, 2007). The difference in thePSFI values for each automobile can be directly attributed to factors like power loss due to road load which is the sum of power loss due to rolling resistance coefficient (RRC) and aerodynamic drag force (Gillespie, 1992) and inertia of automobilechassis. These factors influence the automobile’s acceleration and braking performance thereby impacting the performance and fuel economy of the automobile. In order to obtain these results, a car from each category namely Sports Utility Vehicle (SUV), Multi Utility Vehicle (MUV), Hatchback and Sedan were selected to have similar engine displacement of around 1200 cc. The New European Driving Cycle (NEDC) was implemented for simulating the driving cycle of all the selectedcars. TheNEDC has a road profile of straight roads, hence the load transfer during cornering and steering kickback diminution parameters are the limiting parameter of the simulation study (Rajeshkumar, Balasubramaniam, Bhavanakumar, Thirumalini, 2013).
Abstract. Through the analysis of chassis dynamic performance, this paper is based on the analysis of requirements for the test of the chassis dynamic performance, combined with the dynamic performance testing technology, the design and experimental analysis of the chassis output power and the acceleration performance testing system were carried out. The result shows that this testing system can more accurately reflect the actual dynamic performance of vehicle chassis.
This paper introduces a new design for the quad bike chassis which is expected to show better performance with lesser deformations as compared to the conventional designs of quad bikes. Along with these factors driver comfort, improved aesthetics and affordable price are added advantages to the list. The chassis has been designed keeping in mind all the above mentioned parameters in CATIA V5 R19 software. The material selection has been done through extensive market research and the most appropriate material has been selected which its AISI 1018. Once the material is selected the design is tested for its strength in the form of front and rear impact tests in ANSYS 14.5 workbench. The results of the impact tests show that the deformations produced are within limits and the chassis is structurally stable.
The material selection plays a dominant role in construction of the chassis, after the load estimation. Steel and aluminum are always the choice of the most of the team due to their properties such as the availability of the material tensile strength, cost and significant factor. After reviewing all the property AISI 1018 material was selected and the following test where conducted in ansys and the result are shown in this paper. The property of the selected material is shown in the below table.
Add a part into an assembly one by one for making the chassis assembly in this assembly first we add the long member for assembly Click on the “Product1” name in the specification tree opening an existing component in product structure tool after taking product select all product and make it fix by using fix component in constraints feature now you are in the right workbench, you can insert the other part which you want click on product at the top of the tree or the Existing Component icon
In this smart agricultural cultivation system, we use the engine with a displacement of 125cc i.e., 125 cubic centimeters and the type of an engine is 4-stroke single cylinder engine .125cc is the volume swept by the piston of an engine when it goes from top dead center to bottom dead center. The piston reciprocates inside the cylinder of an engine .When the piston is at the lowest end of the cylinder it is said that the piston is in bottom dead center. Dead centers are the two ends of the engine cylinders and the volume between them is “cc” ( here 125cc ). Generally for the four wheeler vehicle the engine is placed on the front portion of the vehicle, in this vehicle we placed the engine on the back portion of the vehicle which is fixed by two bolts and nuts into the welded part on the chassis. The power of the engine is 6500 rpm when it runs on the agricultural field it may varies. This engine consists of kick start and self start switch also. In this engine we remove the kick rod which is apply to start the engine and we fix the self start switch on besides the steering and it is used to starting the engine.
In this case various sections like rectangular, circular & hollow circular are used for FE analysis. The cross section of each members are modified, which are given in Table 2. By considering these cross sections for each member, FE model is developed. The finite element analysis of chassis as per earlier loading and boundary conditions revealed the stress distribution in the form of stress contours. The stress contours for Von Mises stresses are shown in fig. 5.
3 When the module is nearly seated in the slot, be sure that the two extractor levers—one on top of the module and one at the bottom—are slightly opened (approxi- mately 30°). This allows the notch on each extractor lever to grasp the rail on the chassis. Once the notches have grasped the rail, press both extractor levers simulta- neously until the module is firmly seated.
3 When the SFM is nearly seated in the slot, be sure that the two extractor levers—one on the left of the SFM and one on the right—are slightly opened (approximately 30 degrees). This allows the notch on each extractor lever to grasp the rail on the chassis. Once the notches have grasped the rail, press both extractor levers inward simul- taneously until the SFM is firmly seated.
Effect of the Automobile Safety Act on Automobile Manufacturer's Duty of Design SMU Law Review Volume 21 Issue 1 Annual Survey of Texas Law Article 25 1967 Effect of the Automobile Safety Act on Autom[.]
The cases 5 and 6 (Figs. 3(e) and 3(f) for the chassis layouts, and Figs. 3(g) and 3(h) for the roof layouts) are coup´e versions of the cases 3 and 4 respectively. In these cases, the beams are much thinner compared to their spider versions, as a consequence of the fact that a portion of the load is carried upwards through the roof of the vehicle. This also allows the final structure to be much simpler (a lower number of beams is found in the solutions), and the central tunnel to disappear completely. Despite the fact that in case 5 (Fig. 3(e)) local stiffness load cases are not included, spanwise structures appears both on the front and on the rear of the chassis. These structures converge towards the areas in which the roof is connected to the rest of the chassis and serve to transfer the loads between the chassis and the roof. The spanwise structures are still present and even reinforced in case 6 (Fig. 3(f)) due to the local stiffness loads. It is interesting to notice how the bumpers in both the copu´e versions are more distant from the ground level, are not parallel to each other but slightly converging, and their two support beams are less slanted and meet nearer to the car front. These things suggest that the lines of force in the event of front crash are going to remain higher on the level ground and be pushed towards the sides of the car in order to go through the roof structure.