Trucks/Buses Chassis Static Structural Analysis with respect to different materials by using ANSYS anlysis software

1. 1
Heavy Duty Vehicle- 12 Tonne GVW (Gross Vehicle Weight) Truck/Bus Chassis Static
Structural Analysis with respect to Different Steel Material
Vinay Tiwari1
, Dr.Pravin Kumar Singh2
, Dr. Prabhash Jain3
1-M.Tech. Student, 2-Guide, 3-Head of Department
Department of Mechanical Engineering, University Institute of Technology, Barkatullah University, Bhopal
ABSTRACT
Chassis frame is the basic frame work of an automobile. It supports all the parts of an automobile which are
attached to it. With the increase in the weight of the chassis, load on the engine increases thus performance of
vehicle decreases. Thus, to improve the efficiency of vehicle the reduction of weight of the chassis is needed. In
this work, we have considered BSK 46 (DIN QST 460 TM/ EN 10149-2 S460 MC/ASTM A1011/1018 HSLA
Grade 60) & ASTM A710C Steel as the material for the chassis. These material properties are applied on a ladder
chassis and is analyzed under maximum load conditions. The ladder chassis is designed with C shaped cross
section for both long members and cross members and the benchmarking existing chassis taken and further
modified with reduced weight. Chassis has been modelled in SOLID WORKS with appropriate dimensions. Static
Structural analysis is done in ANSYS Workbench. Results are compared with the existing chassis model values.
The current work contains the load cases & boundary conditions for the stress analysis of chassis using finite
element analysis over ANSYS with respect to two different assigned Fe based materials. Finite element model of
the vehicle chassis is made. Shell elements have been used for the longitudinal members & cross members of the
chassis. The advantage of using shell element is that the stress details can be obtained over the subsections of the
chassis as well as over the complete section of the chassis. If required, beam elements have been used to simulate
various attachments over the chassis, like fuel tank mountings, engine mountings, etc. Spring elements have been
used for suspension & wheel stiffness of the vehicle.
Overloading weight not recommended for the designed Chassis Frame where higher stresses zone found between
the wheel base. Reinforced flitches plates have to be used to avoid the higher stresses.
Keywords: Chassis, Solid Works, ANSYS
1. INTRODUCTION
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 tires, 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”. The chassis frame is made up of long two members
called side members riveted/welded together with the help of number of cross members together forms an integral
structure for the support of all chassis equipment and payload.
The work carried out is that collection of data of material properties and loading details, Design of chassis frame,
Static analysis using FEA software, Modal analysis of the chassis frame, Numerical evaluation of results obtained
from analysis.[2]
The problem identified in the existing chassis is the chassis increased weight and high cost of manufacturing. The
aim of the present work is to analyze the stress and deformations that developed on the chassis by applying static
and reduce the chances for failure of chassis by analyzing the various materials for chassis design. Static load are
the loads that are applied gradually and uniformly distributed on the long members of the chassis frame. These
forces are either independent of time or dependence of time. [3]
Maximum stress, maximum equilateral stress and deflection are important criteria for the design of the chassis.
The greater the energy absorbed by the chassis on impact the lower the energy levels transmitted to a vehicles
occupants and surroundings, lowering the chances of injury [4]. The chassis of trucks which is the backbone of
vehicles that integrates the main truck component systems such as the axles, suspension, power train, cab and
trailer etc., is one of the possible candidates for significant weight reduction [5]. In general, the chassis experiences
several loading situations that include vertical bending, longitudinal torsion, lateral bending, torsion loading and
fatigue loading [6]. In additions, the chassis design includes the selection of suitable shapes and cross-section of

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chassis-members. Moreover, the design should consider the reinforcement of the chassis side- and cross member
joints, and the various methods of fastening them together. [4].
Fig. 1 - Ladder Chassis Frame showing all major aggregates assembled
Generally for heavy commercial vehicle channel section is preferred over hollow tube due to high torsional
stiffness. The chassis frame, however, is not designed for complete rigidity, but for the combination of both
strength and flexibility to some degree. The chassis frame supports the various components and the body, and
keeps them in correct positions. The frame must be light, but sufficiently strong to withstand the weight and rated
load of the vehicle without having appreciable distortion. It must also be rigid enough to safeguard the components
against the action of different forces. The chassis design includes the selection of suitable shapes and cross-section
of chassis-members. Moreover, the design should consider the reinforcement of the chassis side- and cross
member joints, and the various methods of fastening them together [6].
The common chassis frame consists of two channel shaped side members that are sustained apart by many cross
members, as shown in Figure1. The cross members are placed at points of high stress and are joined to side
members. The depth of the channel must be enough to reduce the deflection. Since the load at each point of the
frame varies, a weight reduction can be achieved by either minimums the depth of the channel, or having a series
of holes positioned along the axis in the regions where the load is not so high. On the normal road surfaces, the
chassis frame is subjected to both bending and torsional distortion. The open-channel sections exhibit excellent
resistance to bending, but have very little resistance to twist. From the global torsion analysis, it has been found
that the torsion load is more severe than bending load. In order to overcome this problem, a cross bar and material
selection are very important to consider during design stage [7]. Therefore, both side and cross-members of the
chassis must be designed to resist torsional distortion along their length. [8]
Determining the stresses of a truck chassis before manufacturing is important due to improvement in design. An
important aspect of chassis design and analysis is the stress distribution and fatigue life of prediction process.
Chassis analysis mainly consists of static analysis to predict stress distribution and subsequently, the fatigue
simulation to predict the life of the chassis. Many researchers carried out study on truck body components. [8]
The Characteristics of chassis are Steel and cast iron is used for both cross and lengthwise beams, The lengthwise
beams have a “C” shaped cross section. The crossbeams run in an orthogonal direction between the lengthwise
beams. Rivets are used, where applicable, for attaching non-removable geometries and Bolts are used for
removable geometries [9]
2. TYPES OF CHASSIS
Various types such as Conventional control, Semi-forward control, Full forward control, Integral frame
Semi – Integral frame, Ladder Chassis (Refer Fig.1), Twin tube, Multi tube and Space frame, Monocoque and
Stressed skin [10][11]

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Various loads acting on the frame:
 Short duration Load – While crossing a broken patch.
 Momentary duration Load – While taking a curve.
 Impact Loads – Due to the collision of the vehicle.
 Inertia Load – While applying brakes.
 Static Loads – Loads due to chassis parts.
Static Analysis:
Static analysis is used to determine the displacements, stresses, strains, and forces in structures or
components caused by loads that do not induce significant inertia and damping effects. Steady loading and
response conditions are assumed; that is, the loads and the structure's 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
 Steady-state inertial forces (such as gravity or rotational velocity)
 Imposed (nonzero) displacements
 Temperatures (for thermal strain)
 Fluences (for nuclear swelling)
The deflection and stress pattern in the model of the chassis is obtained by performing static analysis. [12]
Loads on the Chassis Frame
All vehicles are subjected to both static and dynamic loads. Dynamic loads result from inertia forces arising
from driving on uneven surfaces. Static loads are as follows [13]: Static load of stationary vehicle, braking,
acceleration, cornering, torsion, maximum load on front axle which are balanced by inertia forces, maximum
load on rear axle, drawbar loads from the trailer coupling system. Loads acting in the frame cause bending or
twisting of the side and the cross-members. A simplified plot of the most important kinds of load is given in
Fig. 1. Symmetric loads acting in the vertical direction predominantly causes bending in the side members.
Vertical loads additionally arise from lateral forces acting parallel to the frame’s plane, e.g. during cornering
[14]. Loads acting in the plane of frame cause bending of the side members and of the cross-members.
Fig. 2 - Loads on the Chassis Frame
3. LITERATURE REVIEW
Sharma et al. [11] has presented Structural Analysis of a Heavy Vehicle Chassis Made of Different Alloys by
Different Cross-Sections. In this paper, the three material used for the chassis are grey cast iron, AISI 4130 alloy
steel and ASTM A710 Steel GRADE A (Class III). There are different shapes of the cross sections that were used

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in this work i.e. C, I and Box type cross sections. Chassis of different cross section shapes have been analyzed,
which gives the conclusion that the box channel section is best in strength and have less deformation.
Rahman et al [15] conducted stress analysis of heavy duty truck chassis by utilizing a element commercial finite
element package ABAQUS. To determine critical point so that by design modifications the stresses reduced to
improve the fatigue life of component .They used ASTM low alloy steel a 710 C (Class 3) with 552 MPa of yield
strength and 620 MPa of tensile strength for chassis and further found that the maximum stress 386.9 MPa at
critical point occurred at opening of chassis. This critical point is located at element 86104 and node 16045, which
is in contact with the bolt from they concluded that this critical point is an initial to probable failure.
A. Hari kumar & V. Deepanjali et al [16] have conducted the design and analysis of automobile chassis for
best material and most suitable cross-section for an Eicher E2 Truck ladder chassis with the constraints of
maximum shear stress, equivalent stress and deflection of the chassis under maximum load condition. In present
the Ladder chassis which are uses for making buses and trucks are C and I cross-section type, which are made of
Steel alloy (Austenitic). They designed chassis with high strength cross section is to minimize the failures
including factor of safety in design. The present work done by them & taken strength as the main concern. The
dimensions of an existing vehicle chassis of a Eicher E2 (Model no.11.10) Truck is taken for analysis with
materials namely ASTM A710 Steel, ASTM A302 Alloy Steel and Aluminum Alloy 6063-T6 subjected to the
same load. The different vehicle chassis have been modeled by considering three different cross-sections namely
C, I and Rectangular Box (Hollow) type cross sections. In their work performed towards the optimization of the
automobile chassis with constraints of stiffness and strength. The overhangs of the chassis are calculated for the
stresses and deflections analytically are compared with the results obtained with the ANSYS analysis software.
Rao et al. [17] presented Design and Analysis of Light Weighted Chassis. They designed and analyzed a
light weighted chassis to find the light weight material suitable for an automobile chassis. They considered a steel
alloy ASTM A710, two aluminum alloys AA 6063, AA 7075. Analysis for the different materials was done in
ANSYS based on the model and theoretical calculations. The material should withstand all the load carried by the
chassis. Presently materials with steel alloys are used in chassis, but they are heavy weighted. With the increase in
the weight of the chassis, load on the engine increases thus performance of vehicle decreases. Thus, to improve the
efficiency of vehicle light weighted materials like Aluminum alloys may be used. These material properties are
applied on a ladder chassis and analyzed under maximum load conditions. The ladder chassis is designed with C
cross-section so as to minimize the weight. Chassis is modeled in Solid Works with the appropriate dimensions.
Analysis for the different materials is done in ANSYS. By this analysis, all the three materials shown similar Von
Mises Stress, Max Shear Stress and Aluminum 7075 shows less deformation when compared to Aluminum 6063,
and more to ASTM A710. Though steel alloy shows less deformation than aluminum alloys, the difference is
acceptable and safe. Thus, our preferable light weight material is Aluminum 7075.
Daniel et al. [18] presented “Design & Analysis of Ladder Frame I Section Chassis” ASTM A710C Steel
as the material for the chassis. These material properties applied on a ladder chassis and analyzed under maximum
load conditions. The ladder chassis designed with I shaped cross section for long members and C shaped cross
section for cross members and further material was removed from the cross members, so as to reduce the weight.
Chassis modeled in SOLID WORKS with appropriate dimensions. Static Structural analysis was done in ANSYS
Workbench. Results were compared with the existing chassis model values. Static structural analysis of chassis
with I-section long members and C-section cross members was done before and after the removal of material. The
various parameters such as maximum Von-Misses stress, maximum shear stress and total deformation were
analyzed. It was reported that the modified model with I-section long members and C-section cross members gives
better results compared to existing model. The weight of the chassis reduced by 1.37%, i.e. approximately 7.2 kgs
from its total weight, i.e. from 577.2 kgs to 569.4 kgs. This study makes a case for further investigation on the
design of truck chassis. By changing the material, the weight of chassis can be reduced with better results.
Karaoglu & Kuralay, [19] conducted stress analysis of a truck chassis with riveted joints which was performed
by using FEM. The commercial finite element package ANSYS version 5.3 was used for the solution of the
problem. Determination of the stresses of a truck chassis before manufacturing is important due to the design
improvement. In order to achieve a reduction in the magnitude of stress near the riveted joint of the chassis frame,
side member thickness, connection plate thickness and connection plate length were varied. Numerical results
showed that stresses on the side member can be reduced by increasing the side member thickness locally. If the
thickness change is not possible, increasing the connection plate length may be a good alternative.

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This BSK-46 material used for 12 Tonne GVW both Buses & Trucks - SML ISUZU Ltd., the reference benchmark
product model IS-12 B intercity bus and Also Used in IS-12 T Truck.The current benchmarking chassis frame with
C-section 230 mm x 75 mm x 7 mm of size dimensions with BSK-46 material. While the Static structural analysis
was not done so for. This project consider with new Section 230 mm x 66 mm x 6 mm with different material i.e.
both BSK-46 & A710C and comparison of the analysis results will be done. Reinforcement plates are riveted
inside the C section of the both side long members of the chassis and Static Analysis will be done.
4. MATERIALS & METHODS
In India CMVR (Central Motor Vehicles Rules) Act & As per ARAI (Automotive Research Association of
India) and its Standard ref. AIS-52 [AIS 052-Code of Practice for Bus Body Design and Approval] for Bus.
This chassis used for Type-III- Vehicles are those designed and constructed for long distance passenger transport,
exclusively designed for comfort of seated passengers and not intended for carrying standing passengers &
Medium Capacity i.e. Standard Bus : Seating capacity between 35 to 70 passengers plus driver (M3 Category
AIS-53).
As per ARAI-AIS-53 N2 category- A vehicle used for the carriage of goods and having a GVW exceeding 3.5 ton
but not exceeding 12 Tonne in this category 12 Tonne GVW Heavy Duty Trucks Covered.
The Material BSK-46 which having equivalent to following= DIN QST 460 TM/ EN 10149-2 S460 MC/ASTM
A1011/1018 HSLA Grade 60. A comparison with above material taken as Benchmark material i.e. ASTM A710C
Steel and Chassis Structure Stress Analysis will be carried out. Both Materials result will be analyzed and result
will be shown.
 Gross Vehicle Weight : GVW is the maximum allowable weight of the vehicle plus the weight of the load
it can safely carry.
The materials properties are shown in the Table: 1
Table: 1
Material Properties
Chemical
Composition
(%)
BSK 46
C Max. Mn Si Max. S Max. P Max. Al Min.
0.12 0.8-1.4 0.25 0.03 0.03 0.02
Cr Max. Cu Max. Ni Max. Nb Max. Mo Max. ---
0.2 0.2 0.4 0.08 0.4 ---
A 710 C
C Max. Mn Si Max. S Max. P Max. Al Min.
0.07 0.4-0.7 0.04 0.025 0.025 ---
Cr Max. Cu Max. Ni Max. Nb Max. Mo Max. ---
0.6-0.9 1-1.3 0.7-1.0 0.02 0.15-0.25 ---
Mechanical
Properties
UTS
(MPa)
YS
(MPa)
Modulus of
Elasticity E (Pa)
Density
Kg/m3
Poisson
Ratio
BSK 46 500-640 460-560 210x109
7850 0.3
A 710 C 620 550 207x109
7800 0.3
 Theory
Fig. 3-C-section, Area, Moment of Inertia Formula Fig. 4-Von Mises Stress Formula

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Fig. 5- C- Section of Long Side Member & C Section (All dimensions in mm)
5. SIMULATION OF STATIC STRUCTURAL RESULTS:
Main frame cross section parameter of chassis in Fig. 2 above. Section modulus of cross section Md
≈131455 mm3
Coefficient section modulus K, width b and high h being a constant parameter. So taking t as a dependent
parameter. Now we calculate the maximum Shear stress and maximum Deflection using the equation given below.
Element formulation for beam structure analysis run times is closely related to the number of unknowns in the
structure. Computation times can therefore be reduced by, where suitable, utilizing elements that use fewer nodes
while still accurately describing the structure. The analysis run time can be reduced by utilizing the less heavy
beam element formulation.
Reference Fig. 1 Chassis is consider to be a simply supported beam where entire chassis rest on both the Front
Axle & Rear Axle with suspension and shown below in the Fig. 6
Fig. 6 - Beam Overhanging Both Supports – Unequal Overhangs – Uniformly Distributed Load
Where,
w Width of C - Section web, mm
t Thickness of C - Section, mm
y Distance from the neutral axis to the extreme fibre, mm
d Height of C - Section, mm
b Thickness of C - Section, mm
h Width of C - Section web, mm
d Distance of C-section from the face of the web
A Area of C - section mm2
Ix Moment of Inertia along X axis

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Iy Moment of Inertia along Y axis
σ ′ Von Mises Stress, N/mm2
σij Normal stress in respective direction, N/mm2
E Modulus of Elasticity, N/mm2
τij Shear stress in respective direction, N/mm2
Md Section modulus of cross section, mm3
K Coefficient section modulus
Me Bending moment acting at the given section, N-mm
σ Bending stress, N/mm2
I Moment of inertia of the cross-section about the neutral axis, mm4
E Young’s modulus of the material of the beam/ C-Section , N/mm2
R Radius of curvature of the beam// C-Section mm
Df Maximum deflection, mm
L Span length of the bending member, mm
ℓ Span length of the bending member, mm
M Maximum bending moment, N-mm
P Total concentrated load, N
R Reaction load at bearing point, N
V Shear force, N
W Total uniform load, N
w Load per unit length, N/mm
Δ Deflection or deformation, mm
x Horizontal distance from reaction to point on beam, mm
6. FLOW CHART METHODOLOGY & PLANNING OF WORK
7. FINITE ELEMENT MODEL OF CHASSIS
 Geometry Modeling for Chassis:
There are three main steps, namely: pre-processing, solving and post-processing. In preprocessing (model
definition) includes: Defining the geometric domain of the problem, the element type(s) to be used, the material
properties of the elements, the geometric properties of the elements (length, area, and the like), the element
connectivity (mesh the model), the physical constraints and the loadings (boundary conditions), [20,21,22]. For the

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FE model of the chassis, firstly, a geometrical model is required. The specifications of the chassis used for this
research are listed in Table 1
 Finite Element Model of a Vehicle Chassis
In Finite element model shell elements used for the longitudinal members & cross members of the chassis. The
advantage of using shell element is that the stress details can be obtained over the subsections of the chassis as
well as over the complete section of the chassis. Beam elements used to simulate various attachments over the
chassis, like fuel tank mountings, engine mountings, transmission mounting, etc. Spring elements used for
suspension stiffness of the vehicle. The vehicle model is fixed at the wheels. Ganaga [12]
The software used for the meshing process is ANSYS Workbench. Figure 3 shows the meshing finite element of
the chassis used for this research.
 Simulation of Static Structural Results- Base of simulation
Boundary Conditions
Elements specification of the FEA model of chassis Properties Specification
Volume = 7.2036e+007 mm³
Weight = 604 Kgf
Nodes = 608765
Elements = 222010
The Design parameters are shown in the Table 2
Table: 2
Design Parameters
Sr. No. Description Dimensions /Units
1 Chassis length 2090 (FOH)+5400 (WB)+1715 (ROH) = 9205 mm
2 Laden Chassis weight 4900 (FAW) + 6750 (RAW) =11650 Kgf = 114247.5 N
3 Weight resist by single side long member 11650/2 = 5825 Kgf ≈ 57123.74 N
4 Overload = 25% extra of total load 11650 x 0.25 = 2913 Kgf = 28567 N
5 Weight on single side member extra total load 11650+2913 = 14563 Kgf = 142814 N
6 Load bear on single chassis long member 142814/2 ≈ 71407 N
7 Uniformly Distributed Load 71407/9205 ≈ 7.75 N/mm
8 Vehicle wheel base 5400 mm
9 Chassis Frame Front Over Hang 2090 mm
10 Chassis Frame Rear Over Hang 1715 mm
11 Chassis Frame size 230 mm x 66 mm x 6 mm

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8. RESULTS & DISCUSSIONS
Fig. 7- Forces/Loads applied on each side long members of chassis (Ist Case Actual Load=57124 N & IInd Case
Overload=71407 N)
Fig. 8 - Total Deformation & Fig. 9 Equivalent Von Mises Stress 57124 N load with A710C material
Fig. 10 Normal Stress & Fig. 11. Directional Deformation 57124 N load with A710C material

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Fig. 12 - Total Deformation & Fig. 13 Equivalent Von Mises Stress 71407 N load with A710C material
Fig. 14 Normal Stress & Fig. 15. Directional Deformation 71407 N load with A710C material
Fig. 16 - Total Deformation & Fig. 17 Equivalent Von Mises Stress 57124 N load with BSK-46material

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Fig. 18 Normal Stress & Fig. 19. Directional Deformation 57124 N load with BSK-46 material
Fig. 20 - Total Deformation & Fig. 21 Equivalent Von Mises Stress 71407 N load with BSK-46 material
Fig. 22 Normal Stress & Fig. 23. Directional Deformation 71407 N load with BSK-46 material

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Table: 3
Actual Load applied on each frame =57124 N
Chassis Material Used
Sr. No. Descriptions A710 C BSK 46
1 Total Deformation mm
Max. 17.515 mm 17.098 mm
Min. 0 mm 0 mm
2 Equivalent (Von Mises) Stress
Max. 623.08 MPa 623.08 MPa
Min. 2.585 MPa 2.858 MPa
3 Normal Stress
Max. 655.73 MPa 655.73 MPa
Min. -633.56MPa -633.56 MPa
4 Directional Deformation
Max. 17.475 mm 17.059 mm
Min. -0.1415mm -0.13813 mm
Table: 4
Actual Load applied on each frame =71407 N
Chassis Material Used
Sr. No. Descriptions A710 C BSK 46
1 Total Deformation mm
Max. 21.895 mm 21.373 mm
Min. 0 mm 0 mm
2 Equivalent (Von Mises) Stress
Max. 778.88 MPa 778.88 MPa
Min. 3.572 MPa 3.572 MPa
3 Normal Stress
Max. 819.68 MPa 819.68 MPa
Min. -791.97MPa -791.97MPa
4 Directional Deformation
Max. 21.844 mm 21.324 mm
Min. -0.1768 mm -0.1726 mm
Fig. 24 & 25 - Graph showing the Voin Mises Stress V/s Directional Deformation with Applied Loads 57124 N &
71407 N for A710C & BSK-46 material

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9. CONCLUSION
I. Case A710C Material used with YS = 550 MPa refer Table 3 & refer Fig. 8 to 15, 24
 In this Equivalent Von Mises Stresses 553.85 MPa, Normal Stresses 512.47 MPa gives the Total
deformation 15.569 mm and Directional Deformation 15.518 mm which is acceptable and Chassis frame
resist the Applied Laden force 57124 N.
 Only the where there is no flitch reinforcement plates which is not riveted with the Chassis frame found
Maximum Equivalent Von Mises Stresses & Maximum Normal Stresses with the values 623.08 MPa &
655.73 MPa and respective maximum Total deformation and Directional Deformation 17.515 mm &
17.475 mm found. High Stress concentration zone found.
 When 71407 N Overload applied Total Deformation 14.597 mm & Directional Deformation 14.504 mm is
acceptable while against the Yield Strength.
 Here Maximum Equivalent Von Mises Stresses 778.88 MPa & Maximum Normal Stress 819.68 MPa
reached with respective values of Maximum Total deformation 21.895 mm & Directional Deformation
21.844 mm and not acceptable where there is no flitch reinforcement plates which is not riveted with
the Chassis frame found.
II. Case BSK-46 Material used with YS = 560 MPa refer Table 36 & refer Fig. 16 to 23, 25
 In this Equivalent Von Mises Stresses 553.85 MPa, Normal Stresses 512.47 MPa gives the Total
deformation 15.198 mm and Directional Deformation 15.148 mm which is acceptable and Chassis frame
resist the Applied Laden force 57124 N.
 Only the where there is no flitch reinforcement plates which is not riveted with the Chassis frame found
Maximum Equivalent Von Mises Stresses & Maximum Normal Stresses with the values 623.08 MPa &
655.73 MPa and respective maximum Total deformation and Directional Deformation 17.098 mm &
17.059 mm found. High Stress concentration zone found.
 When 71407 N Overload applied Total Deformation 14.249 mm & Directional Deformation 14.159 mm is
acceptable while against the Yield Strength.
 Here Maximum Equivalent Von Mises Stresses 778.88 MPa & Maximum Normal Stress 819.68 MPa
reached with respective values of Maximum Total deformation 21.373 mm & Directional Deformation
21.324 mm and not acceptable where there is no flitch reinforcement plates which is not riveted with
the Chassis frame found.
The Total Deformation & Directional Deformation of both the materials found more or less similar under Laden
Load 54124 N & Overload 71407 N.
BSK-46 Material readily available and used by the most of Major Vehicle Manufacturers as listed in the Section
3.3 due less trading cost.
10. FUTURE SCOPE OF WORK
I. Overload 71407 N is not recommended for the this section 230 mm x 66 mm x 6 mm found higher stress
zone between the wheelbase. Reinforcement flitch plates have to riveted in the wheelbase section length of
the either material.
II. New C- Section of 230 mm x 75 mm x 6 mm can be used and analysis will be performed and FEA analysis
to be performed to get the desired results.
III.Material of chassis can be altered
 Alloys of steel for Heavy duty chassis.
 Alloys of Aluminum for light weight chassis
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14. 14
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