International Journal of Engineering and Advanced Technology (IJEAT)

ISSN: 2249 8958, Volume-3, Issue-3, February 2014

Optimization and Stress Analysis of Chassis in TATA

Turbo Truck SE1613
P.K Sharma, Nilesh J. Parekh, Darshit Nayak
Abstract Truck chassis forms the structural backbone of a
commercial vehicle. The main function of the truck chassis is to
support the components and load that mounted on it. The chassis
is experienced a stress whether when it is moving or in a static
condition. This thesis presents an analysis of the static stress that
acting on the upper surface of the truck chassis. These projects
study the distributions of the stress that acting on the chassis.
Critical parts that will lead to failure are also observed. The
method used in this numerical analysis is finite element analysis
(FEA). Finite element analysis helps in accelerating design and
development process by minimizing number of physical tests,
thereby reducing the cost and time for analysis. 3-D model of the
truck chassis is made using ProE before analyzed. Modal
updating of truck chassis model is prepared adjusting the selective
properties such as mass density and Poissons ratio. Numerical
results showed that critical part was at the mounting bracket of the
tire and also at the front part of the chassis.
Keywordss Modelling, ansys, chassis, frame work.

I. INTRODUCTION
The chassis is the framework to which everything is attached
in a vehicle. In a modern vehicle, it is expected to fulfill the
following functions:
Provide mounting points for the suspensions, the steering
mechanism, the engine and gearbox, the final drive, the
fuel tank and the seating for the occupants
Provide rigidity for accurate handling;
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. The frame consists of
various members placed in different orientation and at
different location. These members made of cold-rolled steel
or heat-treated alloy steel, are as given below.
longitudinal side member,
front, rear and intermediate member, and
diagonal member
While fulfilling these functions, the chassis should be light
enough to reduce inertia and offer satisfactory performance.

II. DESIGN AND CALCULATIONS OF EXISTING

CHASSIS
A. Basic Calculation for Chassis:
Model No. = SE1613 Turbo Truck ( TATA )
Specification of chassis as per the IS 9435 for the wheel base
4565mm as mentioned as under
Front track
= 1933mm
Rear track
= 1809mm
Overall length
= 7720mm
Front Overhang = 1185mm
Weight of the chassis as per the IS 9211 for the wheel base
4565mm as mentioned as under:
Tolerance of the chassis is maintained according to the
INTEREUROPE StVZO.
Complete chassis kerb weight
= 4235 Kg.
Bare chassis kerb weight with cowl
= 4045 Kg.
Max. Permissible gross vehicle weight = 16200 Kg.
Weight of the Engine
= 413 Kg.
Total weight acted on the chassis
= 16200
Kg.
Capacity of Truck
= 16.20 ton
=16200 kg
= 158922 N
Capacity of Truck with 1.25%
= 158922 x 1.25 N
= 198652.5 N
Total Load acting on the Chassis
=198652.5 N
All parts of the chassis are made from C Channels with
228.60mm x 76.20mm Each Truck chassis has two beam. So
load acting on each beam is half of the Total load acting on the
chassis. Load acting on the Chassis=Total load acting on the
chassis /2
= 198652.50 / 2
= 99326.25 N / Beam
B. Calculation for Reaction:Beam is simply clamp with Shock Absorber and Leaf Spring.
So Beam is a Simply Supported Beam with uniformly
distributed load. Load acting on Entire span of the beam is
99326.25 N. Length of the Beam is 7720 mm.
Uniformly Distributed Load is 99326.25 / 7720 = 12.87 N /
mm
Now taking the reaction around the support A. According to
loading condition of the beam, beams has a support of three
axle means by three wheel axles but among these three wheels
one wheel / axle are working as a supporting only. Total load
reaction generated on the beam is as under:-

Manuscript received February, 2014.

Dr. P.K Sharma, HOD Mechanical Department, NIIST, Rajiv Gandhi
Prodyogiki Viswavidhyalaya, Bhopale, Madhya Pradesh, India.
Prof. Nilesh J. Parekh, Mechanical Department, HGCE, Gujarat
Technological University, Gujarat, India.
Darshit Nayak, PG student, Mechanical Department, NIIST, Rajiv
Gandhi Prodyogiki Viswavidhyalaya, Bhopale, Madhya Pradesh, India.

182

Figure.1 Total load generated on the beam

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Optimization and Stress Analysis of Chassis in TATA Turbo Truck SE1613

For getting the load at reaction C and D, taking the moment
about C and we get the reaction load generate at the support
D. calculation of the moment are as under.
Momentum about C:12.87 1185 1185 12.87 4726 4726
4726 D 12.87 1809 5630.50
2
2

9036187.88=143726214.10-4726 D+ 131088343.8
4726
D=265778370
D = 56237.49 N
Total load acting on the beam is 99326.25 N. so load acting
on the reaction is as under

C = 99326.25 - D
= 99326.25 - 56237.49
= 43088.76 N

Figure.4 Bending Moment Diagram

D. Calculation for the DEFLECTION:-

M max
Figure.2 Reaction generated on the beam
C. Calculation for Shear Force Diagram and Bending
Moment Diagram:Shear Force Diagram:FA

0N

FC

12.87 1185

43088.76

21200911.88 Nmm

Material of the Chassis is as per IS: - 9345 standard is

Structural Steel with St37.
Material Property of the St37:Ultimate Tensile Strength = 370 to 490 N/mm2
E
= 2.10 x 105 N / mm2
Poisson Ratio
= 0.29
Radius of Gyration R
= (228.60 / 2)
=114.30 m

27837.81 N
FD

12.87

5911

43088.76

56237.49

43088.76

56237.49

23251.68 N
FB

12.87

7720

0N

Figure.5 Main c section

Moment of Inertia around the X X axis:-

bh3
I XX

b1 h1

12

76.20 228.603

12

Figure.3 Shear Force Diagram

=17279023.84 mm

bh3

Z XX

12.87 1185 1185

MC
2
= -9036187.88 Nmm
MD
MB 0

12.87 5911 5911

2

Section of Modules around the X X axis:-

Bending Moment Diagram:-

MA

69.85 215.903

b1 h1

6h
76.20 228.603

69.85 215.903

6 228.60
=151172.56 mm3

43088.76 4726
Basic

M
I

183

Bending

equations

are

E
R
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as

follow:-

International Journal of Engineering and Advanced Technology (IJEAT)

ISSN: 2249 8958, Volume-3, Issue-3, February 2014
Maximum Bending Moment acting on the Beam:

Total cross member

= 4430810.96 x 6
= 26584865.76 mm4
Average mass moment of inertia is
=17279023.84 x 2
+ 26584865.76
= 34558047.68 + 26584865.76
= 61142913.44 mm4
Deflection of chassis

M max = 21200911.88 Nmm

I
= 17279023.84 mm4
Y
= 114.30 mm
Stress produced on the Beam is as under:-

M
Z
21200911.88
=
151172.56

=140.24 N / mm2

5 w L3
24 E I

5 12.87 47263
24 2.10 105 17279023.84
= 0.077997 rad.
= 4.4689o slope of the deflection
Maximum Deflection produced on the Beam:-

2 LX

3
1

2 LX 12

X 23

77203 2 7720 11852 18093

Y = 4.196 mm
According deflection span ratio is allowable for simply
supported beam is 1 / 300
According to 1 / 300 for 7720 length
= 7720 / 300 = 25.73 mm
So 21.40 mm is safe
Maximum slope produced as chassis assembly

W X2
24 E I

L3

2 12.87 1809
384 2.10 105 61142913.44

Y=

Slope produced on the Beam:-

i=

2 w X2
384 E I

Y=

5 w L3

24 E I

3
2

5 12.87 47263
24 2.10 105 61142913.44

12.87 1809
24 2.10 105 17279023.84

77203

2 7720 11852

18093

= 4.86 mm
But allowable deflection for simply supported beam is 25.73
mm according to deflection span ratio.
Now Check the Deflection and Slope of the Beam with all
assembly of Chassis:Maximum bending moment is = 21200911.88 N mm

Ib1 17279023.84 mm 4
I b2

17279023.84 mm4

= 0.022 radians
0.022 180

degree

= 1.263 degree
E. Calculation for Shear stress generated in Chassis:Reaction generated on Beam at the center of wheel alignment
= 12.87 x 4726
= 60823.62 N
With the consideration of at the rate of angle of twist = 1

1o
180

0.017452

By considering the whole system as a one rotational body as

per following data when in twist from its support.
Width of the chassis
= 900mm
Length of chassis
= 7720mm
Distance between two reaction
= 4726mm
Modulus of rigidity for structural steel= 80000 N/mm2
Now basic rule for Twisting Moment is:-

T
J
Figure.6 supporting c section

I b3

b3h b13h1
12
101.603 50.80

47.623 95.24
12

= 4430810.96 mm 4

G
r

Now equating

T
J

G
L

For the rotational shaft J is 2 times higher the Mass Moment

of inertia:Mass moment of Inertia for Chassis body
=61142913.44
mm4
So, Polar Moment of Inertia J= 2 x I
J= 2 x 61142913.44
J= 122285826.9 mm4

184

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Optimization and Stress Analysis of Chassis in TATA Turbo Truck SE1613

C. The model geometry parts of truck chassis

Model > Geometry > Parts
TABLE III Geometry parts of truck chassis

L
80000 0.017452 122285826.9
7720

22115360.11 Nmm

Shear stress generated in Chassis body:Take width of body as a radius o rotational body r = 900mm

T
J

Object Name

LONG_BEAM

State

Meshed

Graphics Properties
Visible

Yes

r
T r
J

Transparency

Suppressed

No

22115360.11 900
122285826.9

Material

St37

Stiffness Behavior

Flexible

Nonlinear Material Effects

Yes

Definition

=162.76 N/mm2
II. MODELLING AND ANALYSIS OF EXISTING
CHASSIS

Bounding Box

Modelling and analysis is carried out for the existing design.

The model is prepared in pro-e software and inserted in the
ansys software for the static analysis.

A. Unit Used In Modelling Analysis

TABLE I Unit used in modelling analysis

Angle
Rotational Velocity

7720. mm

Length Y

254. mm

Length Z

900. mm

Properties

A. Model Geometry of Chassis:

Unit System

Length X

Metric (mm, kg, N, C, s, mV,

mA)
Degrees
rad/s

B The model geometry of truck chassis.

Model > Geometry
TABLE II Geometry of truck chassis

Volume

4.1522e+007 mm

Mass

324.95 kg

Centroid X

-3825. Mm

Centroid Y

110.06 mm

Centroid Z

-450.01 mm

Moment of Inertia Ip1

4.7337e+007 kgmm

Moment of Inertia Ip2

1.7547e+009 kgmm

Moment of Inertia Ip3

1.702e+009 kgmm

Statistics
Object Name
State
Definition
Source
Type
Length Unit
Element
Control
Display Style
Bounding Box
Length X
Length Y
Length Z
Properties
Volume
Mass
Statistics
Bodies
Active Bodies
Nodes
Elements

Geometry
Fully Defined

Nodes 20581
Elements 9738

D:\project\chasis_1613\trial\c
section\long_beam.stp
Step
Meters

D. The material property of truck chassis.St37 > Constants

TABLE IV Material property of truck chassis
Structural

Program Controlled
Young's Modulus

2.1e+005 MPa

Poisson's Ratio

0.29

Part Color
7720. mm
254. mm
900. mm
4.1522e+007 mm
324.95 kg
1
1
20581
9738

To carry out of the static analysis the modelling of tata turbo

truck se1613 is prepped in the pro-e software then is inserted
in ansys software for static analysis that is show in figure 4.1.
B. Static Analysis in Ansys Software:
To carry out of the static analysis the modelling of tata turbo
truck se1613 is prepped in the pro-e software then is inserted
in ansys software for static analysis that is show in figures.

185

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International Journal of Engineering and Advanced Technology (IJEAT)

ISSN: 2249 8958, Volume-3, Issue-3, February 2014
A. Truck chassis model inserted in ansys.

D. Equivalent stress produced in model

Fig.10 Equivalent stress produced in model

Fig.7 Geometry model of chassis

E. Maximum shear stress produced in model.

B. Meshing of truck chassis.

Fig.11 max. shear stress produced in model

F. Equivalent elastic strain produced in model.
Fig.8 meshing of chassis
C. Boundary condition applied on truck chassis model

Fig.12 Equivalent

Fig.9 Boundry condition of chassis

186

elastic strain produced in model

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Optimization and Stress Analysis of Chassis in TATA Turbo Truck SE1613

III. RESULT AND CONCLUSION

G. Maximum shear elastic strain produced in model.

In this work chassis model is checked for loading condition of

198652.5 N. To carry out these loading conditions the model
is prepared in pro-E and analysis in ansys software. After the
analysis the stress values are von misses stress 252.27 MPa,
maximum shear stress 143.11 MPa, von misses strain 0.0012
mm/mm, Maximum shear strain 0.001758 mm/mm,
Equivalent stress 252.77 MPa. The distributions of the stress
that acting on the chassis. Critical parts that will lead to failure
are also observed. The method used in this numerical analysis
is finite element analysis (FEA). Finite element analysis helps
in accelerating design and development process by
minimizing number of physical tests, thereby reducing the
cost and time for analysis.
REFRENCES
[1]

Fig.13 Maximum shear elastic strain produced in model

H. Total deformation produced in model.

[2]

[3]

[4]

[5]

[6]
[7]

STRESS ANALYSIS OF HEAVY DUTY TRUCK CHASSIS AS A

PRELIMINARY DATA FOR ITS FATIGUE LIFE PREDICTION
USING FEM Roslan Abd Rahman, Mohd Nasir Tamin, Ojo Kurdi*
Jurnal Mekanikal December 2008, No. 26, 76 85
APPLICATION OF DYNAMIC CORRELATION TECHNIQUE
AND MODEL UPDATING ON TRUCK CHASSIS Izzuddin bin
Zaman @ Bujang* , Roslan Abd. Rahman+
STRUCTURAL DURABILITY OF FORGED AUTOMOTIVE
ALUMINIUM CHASSIS COMPONENTS SUBMITTED TO
SPECTRUM
LOADING
AND
SALT-CORROSION
BY
THEEXAMPLE OF A TENSION STRUT N. Hgele a, c.m. Sonsino
ba*
USE OF FINITE ELEMENT TECHNIQUE FOR THE ANALYSIS
OF COMPOSITE STRUCTURES R. Ali University of Technology,
Loughborough, Leicestershire LEII 3TU, U.K.
STRESS ANALYSIS OF TRACTOR TRAILER CHASSIS FOR
SELF WEIGHT REDUCTION N.K.Ingole N.K.Ingole et al. /
International Journal of Engineering Science and Technology (IJEST)
Pro-E Software
Ansys 12.V.1.1

Fig.14 Total deformation produced in model

I. The equivalent alternating stress produced on the
application of load to the chassis

Fig.15 The equivalent alternating stress produced on the

application of load to the chassis

187

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