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Structural Analysis of Off Road Truck
Structural Analysis of Off Road Truck
CHAPTER 3
STATIC ANALYSIS OF CHASSIS
3.1
INTRODUCTION
The chassis forms the backbone of the dump truck and its chief
function is to safely carry the maximum load, whether the vehicle is in static
or dynamic condition. There are some advantages of off-road vehicles chassis
over other chassis. It suffers from some major disadvantages like heavy
weight, fatigue failure and welding cracks. With the help of simulation tools
like finite element method, the extent of the effects of chassis input conditions
can easily be estimated with minimum experimental cost. As a test study, a
3-D finite element model was developed to predict the complete static stresses
and fatigue life of the high strength structural chassis, determine the stresses
on the chassis.
Main objective is to determine the static loads defined in pay load
and vehicle weight acting in the form of reaction forces was adopted for static
load condition. Another main load case is designed to verify the absence of
any risk of fatigue cracks occurring under the combined effect of the main
forces encountered during running condition. These load cases consist of
different load scenarios subjecting chassis involving running of uneven track
with 12% gradient, curve negotiation, rolling and bouncing effect and track
twist. The load combinations are mainly three cases like bending, torsion and
combined bending and torsion.
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3.2
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3.2.1
software. It consists of bumper which is at the front side of the truck. The
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front rail structure is located next to the bumper on both LH and RH side.
Horse collar, which is the portion at the middle of the chassis, carries engine
and suspension system. Rear torque tube structure which is used to join left
and right side of the rail structure is also used to withstand the load while the
vehicle is in torsion and cornering cases. The body pad is fitted on the chassis
to carry payload. Finally, rear rail structure is at the end of the chassis mainly
used for mounting rear axle and suspension of the chassis. Totally 143 parts
are assembled as per the fabricated structure.
chassis is a main member of the vehicle, it is not a choice to use
fewer members in frame. The second way to decrease the cost of the frame is
using thinner sections for the profiles. There should be a limit for the
thickness. If the limit is exceeded, the truck chassis is no longer robust or
reliable. Initial CAD part of the truck chassis was modeled in Pro-E as shown
in Figure 3.2. Boundary conditions are applied on the CAD model.
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3.2.3
and rear tail or suspension mounting point consists of casting. Rail structure is
a welded high strength structured steel box format. There are two side rail
structure and two cross way torque tubes. The side rails and the cross torque
tube are closely constructed welded by the upper and lower cover plates and
the inner and outer side plates, with horizontal backup plates in the box. The
upper and lower cover plates have thickness of 24 mm. The thickness of the
inside and outside plates is 12 mm and the horizontal backup plates of 6 mm.
The rear axle castings and plates are welding complete chassis. A high
strength electrode (E 70) used for weld the complete chassis. In order to
withstand heavy load and to prevent fatigue failure of the chassis, high
strength structural steel (IS 1030) material as per the ASTM A 148 Gr.90-60 is
used for plates and ASTM A148 Gr.150-125 is used for castings and high
strength steel plates are used to fabricate chassis.
In the chassis manufacturing technology, especially steel and its
alloys are used for the material of the frame geometry. For the frame models a
wide variety of materials, composite materials and different kind of alloys can
be used. In the present study the manufacturer doesnt want to change the type
of material and the material property of the structural steel is given in
Table 3.1.
Table 3.1 Material properties of the Truck Chassis
Material Properties
Young Modulus
200GPa
Poisson Ratio
0.33
Density
7827.08kg/m3
Symmetry
Linear isotropic
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: 9090 mm
: 4440 mm
: 4570 mm
Wheel base
: 4060 mm
Wheel tread
: 3480 mm
Table 3.2 Weight of the Vehicle
3.3.1
kg
Pay load
54500
534645
NVW
43500
426735
Maximum GVW
98000
961380
Rear
2/3 WB
1/3 WB
WB
F1V + F2V
F3V + F4V
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FFT
where,
= F1V + F2V
(3.1)
(3.2)
WB
= Wheel Base
FFT
FRT
961380 N
F
2/3 WB
1/3 WB
WB
FRT
FFT
= 4060 mm
2/3 WB
= 2707 mm
1/3 WB
= 1353 mm
= 961380 x2707
FRT = 640999 N
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= 961380 x1353
FFT = 320381 N
3.3.1.2
3.3.1.3
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= F3V + F4V
GVW
= 961380 N
RT
=2920 mm
FT
= 3480 mm
F2v = 320381 N
3.4
Figure 3.4. All forces like reaction force, traction force, accelerating force and
cornering force which represent by different colors and also acts on the tire.
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torsion with 1G and 2G level, torsion left ramping and torsion right ramping
with 2G level loads acting on the chassis.
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kg Maximum Gross Machines Mass (i.e mass of vehicle itself plus payload)
MGVW =
961.380
N Maximum Gross Vehicle Weight (i.e weight of vehicle itself plus payload)
MGVW1/3 = N 1/3 of the MGVW is distributed across the front axle of the vehicle
320.460
MGVW2/3 = N 2/3 of the MGVW is distributed across the rear axle of the vehicle
640.920
VF = 160.230 N 1 g vertical reaction force at one (1) Front tire patch
Vg = 320.460 N 1g vertical reaction force at one (1) Rear tire patch
1g
F1V= 1VF = N
160,230
F2V = 1 VF =
160,230
F3T = 1 VR =
320,460
F4V = 1 VR =
320,460
2g
F1V = 2 vF = N
320,460
F2V = 2 VF =
320,460
F3T = 2 VR =
640,920
F4V = 2 VR =
640,920
F2V = 2 VF =
320,460
F3T = 0.5 VR
= 160,230
F4V = 1.5 VR
= 480,690
F2V = 0 = 0
F3T = 1.5 VR
= 480,690
F4V = 0.5 VR
= 160,230
Left
Ramp
F1V = 0 = 0
Right F1V = 2 VF = N
Ramp
320,460
3.5
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2D element - trias
3D element - tetra
= 81679
model is cleaned by
2D Meshing
The 2D mesh can be carried out to the entire chassis structure using
trias mesh to get accurate results. Front rail structure and horse collar portion
has been meshed both quad and trias (mixed mesh). The purpose of 2D mesh
has been considered for creating 3D four nodded tetra mesh. 3D mesh is a
mesh, which forms a matrix method to find out the displacement and stress
distribution of the chassis. Quality check like aspect ratio warpage, Jacobian,
skew, max and min angle has been done for the entire chassis.
3.5.2
Quality Check
The most important aspect of meshing is to check the quality
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To improve the quality of selected elements and to satisfy the quality criteria
Quality index Set criteria for all standard quality checks simultaneously
evaluate element quality Combine all checks into a single value called
composite quality index value Edit nodes and elements interactively or by
automatically maximizing element quality.
3.5.3
Tetra Meshing
Hyper Mesh provides two methods of generating a tetrahedral
element mesh. The volume tetra mesh works directly with surface or solid
geometry to automatically generate a tetrahedral mesh without further
interaction with the user. Even with complex geometry, this method can often
generate a high quality tetra mesh both quickly and easily. The standard tetra
mesh requires a surface mesh of trias or quad elements as input, which
provides us with a number of options to control the resulting tetrahedral mesh.
This offers a great deal of control over the tetrahedral mesh, and provides the
means to generate a tetrahedral mesh for even the most complex models. The
tetra mesh panel allows filling an enclosed volume with first or second order
tetrahedral elements. A chassis critical region is considered castings with
plate welded areas. Complete welded areas were bounded by a solid, shell and
spider elements.
3.6
LOAD CASES
It is necessary to use a detailed model of the structure for analyzing
of the vehicle chassis. It becomes even more necessary, when the center of
gravity of the vehicle is towards left or right of the central plane of the
vehicle. A lot of practical works has been done before finalizing the boundary
conditions and load cases.
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body. Details of loading are shown in Figure 3.6 the magnitude of force on
the CG point of the chassis 54500 N has been acting.
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suspension mounting point on both LH and RH sides. Rear axle tire reaction
force is acting on the rear suspension mounting point and body with pay load
weight in terms of force acting on the top of the chassis is shown in
Figure 3.7.
Force
Force
Force
Force
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3.7
structure of dump truck at zero inclination. Torsion loading consists of, left
and right torsional racking conditions. Calculated reaction forces applied at
the left front (LF) and right rear (RR) suspension mounting points vertically
upward direction. Body weight and payload will be constrained at the top of
the body pad on the chassis. This is called torsional left racking condition.
shown in Figure 3.9.
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3.7.2
body. Details of loading as shown in Figure 3.9, the magnitude of force on the
CG point of the chassis 54500 N.
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Left right front (RF) and left rear (RR) suspension mounting points
act vertically downward direction. Body weight and payload will be
constrained at the top of the body pad on the chassis. This is called torsional
right racking conditions as shown in Figure 3.10.
3.7.3
Force
Force
Force
Force
bumper portions of both LH and RH side of the chassis. The numerical value
of displacement is 9.07 mm as shown in Figure 3.12.
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von misses stress in the form of contour plots. It can be noticed that the color
bar to the right in the figure, which indicate the stress level in the structure,
have different maximum values and interval steps of the scale for the
maximum bending and torsion load cases.
3.8.2
indicate that the vertical load case is the most critical area at the rear rail
structure of the chassis. The location of Maximum Von-misses stress
distribution occurred at the rear rail structure of the chassis, which is in
contact with the body, as shown in Figure 3.13. The stress magnitude is
noticed at critical point.
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A structural analysis was done on the chassis using Hyper Mesh and ANSYS.
Analysis is done using three materials high strength structural steel has been
used. We have done bending and torsion load analysis using FE method.
In the usage of 16mm to 25 mm varying thickness sectioned chassis
is reliable at the same time heavy and expensive. For increasing the variable
thickness of the box type chassis profile, structural thickness optimizations
were performed for 12mm, 16mm, 24mm and 25mm. The total displacements
for the frame thickness of 7.02mm, In the static analyses of 50 ton load
carrying automotive chassis, thickness of 12mm (original model), 16mm and
24mm box type profile of chassis about 16t linear distributed load condition
were examined.
In finite element analysis the stress values can be more than these
values. The reason is the manufacturer requirements as a linear, elastic and
static analysis. In the static analysis, stress value is gets bigger without
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encountering any resistance. In addition the static torsion tests are processed
in a single vertical direction and axis. Reality loads can be affected different
angles. This situation makes the maximum. In the chassis analyses max. Vonmisses stresses for 12mm 24 mm is: 304 MPa and 16mm 25mm
222.6 MPa.
For further studies localized system analysis of loading conditions
can be evaluated as a more realistic determination in the next chapter.
3.10
CONCLUSION
From the study following results can be drawn:
The analyses are processed in the static and structural
conditions.
Used 6mm to 25mm varying thickness plate box type chassis.
It is heavy and expensive, more over stress value were standard
and recommended limit. 7.02 mm displacement results are
better.
Thickness of a 24mm truck chassis section profiles can transport
a more load with less stress.
The manufacturer gains much from their expensive chassis, by
the optimum analysis of thicknesses for the truck chassis.