Stress Analysis on Truck Chassis using Finite Element Analysis

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Stress Analysis on Truck Chassis Using Finite Element Analysis

S. Prabhu
Senior lecturer, School of Mechanical Engineering, S. R. M. University, Chennai, India

ABSTRACT: In this work a stress analysis of a truck chassis was performed through FEA. The truck chassis was modeled
using PRO/E and the commercial finite element package ANSYS 5.7 was used to solve the problem. The joint area with
the max stress was identified using the above software package. In order to achieve a reduction in the magnitude of stress
near the riveted joints area, local plates were introduced.
Keywords: FEA, Stress analysis, Truck chassis

1. INTRODUCTION
Many engineering structures and machines consist of
components suitably connected through carefully
designed joints. In metallic materials, these joints may
take a number of different forms, as for example welded
joints, bolted joints and riveted joints. In general such
joints are subjected to complex stress states under loading
since the joints are quite complex in nature there would
manifest severe stress discontinuities that cannot be
calculated using closed form solutions it is in such
situations finite element analysis lends itself as an
indispensable tool. Good design of connections is a
mixture of stress analysis and experience of the behavior
of actual joints; this is particularly true of connections
subjected to repeated loads.
Cicek karaoglu, et al. [1] proposed stress analysis of
a truck chassis with riveted joints 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. Naveen Rastogi [2] proposed the detailed
finite element analysis steps illustrated here demonstrate
a method for accurately analyzing and designing an
automotive composite chassis structure. J. Moreno [3]
presents a method to determine the stress intensity factor
in riveted steel beams. The cracked component interacts
with the remaining plates and angles of the beam by
means of the rivets close to the crack, and this interaction
is incorporated into the modeling to compute the stress
intensity factor. P. M. G. P. Moreira, et al., [4] focused on
one geometry, a single-lap splice with three rivets rows
and one rivet column. A three-dimensional stress
analysis using the finite element method was carried out
in order to analyze the load transfer as a function of crack
geometry and length, and to determine the stress
*corresponding author: Prabhume@yahoo.co.in

intensity factors for one or two cracks emanating from

the edge of the hole located at the critical cross section.
1.1 Stress Analysis
Stress analysis is an engineering discipline that
determines the stress and strain in materials and
structures subjected to static or dynamic forces or loads.
The aim of the analysis is usually to determine whether
the element or collection of elements, usually referred to
a structure, can safely withstand the specified forces. This
is achieved when the determined stress from the applied
force(s) is less than the allowable strength, or fatigue
strength the material is known to be able to withstand,
though ordinarily a safety factor is applied in design. A
key part of analysis involves determining the type of
loads acting on a structure, including tension,
compression, shear, torsion, bending, or combinations
thereof such loads. Sometimes the term stress analysis is
applied to mathematical or computational methods
applied to structures that do not yet exist, such as a
proposed aerodynamic structure, or to large structures
such as a building, a machine, a reactor vessel or a piping
system.
A stress analysis can also be made by actually
applying the force(s) to an existing element or structure
and then determining the resulting stress using sensors,
but in this case the process would more properly be
known as testing (destructive or non-destructive). In this
case special equipment, such as a wind tunnel, or various
hydraulic mechanisms, or simply weights is used to
apply the static or dynamic loading. When forces are
applied, or expected to be applied, repeatedly, nearly
all materials will rupture or fail at a lower stress than
they would otherwise. The analysis to determine stresses
under these dynamically forced conditions is termed
fatigue analysis and is most often applied to aerodynamic
structural systems.
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S. Prabhu

1.2 FEA
Finite Element Analysis is a technique to simulate loading
conditions on a design and determine the designs
response to those conditions. The design is modeled
using discrete building blocks called elements. Each
element has exact equations that describe how it responds
to a certain load. The sum of the response of all elements
in the model gives the total response of the design.
The finite element model, which has a finite number
of unknowns, can only approximate the response of the
physical system, which has infinite unknowns. It
depends entirely on what we are simulation and the tools
we use for the simulation. Guidelines are provided
throughout this volume to perform various types of
analysis.
2. TRUCK AND CHASSIS
2.1 Parts of Truck
The different parts of a truck are body, axle, chassis
frame, transmission, engine and Cab.

consisting of side and cross members. The conventional

chassis frame, which is made of pressed steel members,
can be considered structurally as grillages. The chassis
frame includes cross-members located at critical stress
points along the side members. To provide a rigid, boxlike structure, the cross-members secure the two main
rails in a parallel position. The cross-members are usually
attached to the side members by connection plates.
2.1.4. Transmission
Small trucks use the same type of transmission as almost
all cars which have either an automatic transmission or
a manual transmission with synchronizers. Bigger trucks
often use manual transmissions without synchronizers
which are lighter weight although some synchronized
transmissions have been used in larger trucks.
Transmissions without synchronizers require either
double clutching for each shift, (which can lead to
repetitive motion injuries,) or a technique known
colloquially as floating, a method of shifting which
doesnt use the clutch, except for starts and stops.
2.1.5. Engine

2.1.1. Body
Specific body structures such as flatbeds, standard vans,
box vans, dump-truck deep-beds, tankers, concrete
mixers etc. permit the economical and efficient
transportation of a wide variety of goods and materials.
Connection between body and load-bearing chassis
frame is effected in part by means of auxiliary frames.
Truck assemblies
1 Body, 2 Axle, 3 Chassis frame,
4 Transmission, 5 Engine, 6 Cab

An engine is something that produces an effect from a

given input.
2.1.6. Cab
The cab is an enclosed space where the driver is seated.
There are a variety of cab designs available depending
on the vehicle concept. In delivery vehicles and vans,
low, convenient entrances are an advantage, whereas in
long-distance transport space and comfort are more
important. The type of cab configurations are cab-overengine (COE) and cab-behind-engine.
2.2 Functions of Chassis Frame

Fig. 1: Truck Assembly

2.1.2. Axle
An axle is a central shaft for a rotating wheel or gear. In
some cases the axle may be fixed in position with a
bearing or bushing sitting inside the hole in the wheel
or gear to allow the wheel or gear to rotate around the
axle. In other cases the wheel or gear may be fixed to the
axle, with bearings or bushings provided at the mounting
points where the axle is supported.
2.1.3. Chassis Frame
The chassis frame is the commercial vehicles actual load
bearing element. It is designed as a ladder type frame,
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The chassis frame is the commercial vehicles actual load

bearing element. It is designed as a ladder type frame,
consisting of side and cross members. The choice of
profiles decides the level of torsional stiffness.
Torsionally flexible frames are preferred in medium and
heavy duty trucks because they enable the suspension
to comply better with uneven terrain. Torsionally stiff
frames are more suitable for smaller delivery vehicles
and vans. Critical points in the chassis-frame design are
the side-member and the cross-member junctions. Special
gusset plates or pressed cross-member sections form a
broad connection basis. These junctions are riveted,
bolted and welded. The conventional chassis frame,
which is made of pressed steel members, can be
considered structurally as grillages. The chassis frame
includes cross-members located at critical stress points
along the side members. To provide a rigid, box-like
structure, the cross-members secure the two main rails

Stress Analysis on Truck Chassis using Finite Element Analysis

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in a parallel position. The cross-members are usually

attached to the side members by connection plates. The
joint is riveted or bolted in trucks and is welded in
trailers. When rivets are used, the holes in the chassis
frame are drilled approximately 1/16 in larger than the
diameter of the rivet. The rivets are then heated to an
incandescent red and driven home by hydraulic or air
pressure. The hot rivets conform to the shape of the hole
and tighten upon cooling. An advantage of this
connection is that it increases the chassis flexibility.
Therefore, high stresses are prevented in critical area.
The side- and cross-members are usually open-sectioned,
because they are cheap and easily attached with rivets.
2.3 Parts of a Truck Chassis Frame
The different parts of a conventional truck chassis frame
are Side members, Cross members and Gusset plates or
connection plates.

Figure 3: Installation of a Riveter

Figure 4: Riveting Operations on a Truck Chassis

Figure 2: Parts of a Truck Chassis Frame

In case of riveting, if its rivet is longer in length or

irregular in hole diameter, the rivet will be fully
expanded in the hole, then the rivet head will be
formed; therefore it makes no looseness in cooling,
sealing or against vibrations.

Caulking is not necessary because no extra tension

is added to the rivet.

2.4 Riveting Operation on Truck Chassis

A monorail shall be provided above the operating places
and the trolley compiled with the balancer shall be hung
down from the monorail. The generator shall be installed
at the place where it will be free from troubles and
operation. The high pressure steel pipe shall be arranged
from the generator to the center upper portion of
operating position, then high pressure hose shall be
connected between the pipe end and riveter the piping
shall be fixed at near by columns or supporting beams,
with clamps for protection against vibration the hose
shall be fixed with spring bands in order to flexure;
however its fixing shall not affect the operation of riveter.
Advantages of Cold Riveting

The heating equipment and its operator

are unnecessary. Handing of rivet is easy,
accordingly.

2.5 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. Loads acting in the
frame cause bending or twisting of the side and the crossmembers. Symmetric loads acting in the vertical direction
predominantly cause the bending in side members.
Vertical loads additionally arise from lateral forces acting
parallel to the frames plane, e.g. during cornering. Loads
acting in the plane of frame cause bending of the side
members and of the cross-members.
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S. Prabhu

Fig 5: Chassis Frame

2.6 Material Data

Table 1
Material Data
Material

HSLA Steel to Ashok Leyland

Standard for ALMDV Models Having
Youngs Modulus (E) 2.6*105 N/mm2
and Poisson Ratio () 0.3.

Chemical Composition

Carbon-0.16% max
Silicon- 0.15-0.35% max
Manganese- 0.8-1.3% max
Phosphorus-0.02-0.05% max

Figure 8: Zoomed View of Applied load

4.2 Stress Distribution at Joint Areas

4.2.1 Stress Distribution Across Joint 1

3. MODELLING AND MESHING OF

TRUCK CHASSIS
3.1 Pro-E Model of the Designed Chassis

Figure. 9: Nominal Loading at Joint 1

Figure 6: Meshed Chassis

4. STRESS ANALYSIS
4.1 Load Applied On the Model

Figure 7: Load Applied

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Figure 10: Stresses at Maximum Load Condition on Joint 1

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4.2.2 Stress Distribution Across Joint 2

Figure 11: Stress Distribution On Nominal loading In Joint 2

Figure 14: Stress Distribution at Joint 3 on Maximum

Load condition

4.2.4 Stress Distribution Across Joint 4

Figure 12: Stress Distribution at Joint 2 on Maximum

Load Condition

Figure 15: Stress Distribution on Nominal loading In Joint 4

4.2.3 Stress Distribution Across Joint 3

Figure 13: Stress Distribution on Nominal loading In Joint 3

Figure 16: Stress Distribution at Joint 4 on Maximum Load

Condition
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S. Prabhu

4.2.5 Stress Distribution Across Joint 5

Figure 20: Stress Distribution at Joint 6 on Maximum

Load condition
Figure 17: Stress Distribution on Nominal loading
In Joint 5

5. RESULTS AND DISCUSSION

From the analysis performed the maximum stress was
found to be at joint area 5 the respective graphs shown
below clearly signifies that at the maximum loading
condition the stress was found to be 151.98 N/mm.
Table 2
Stress Distribution Across the Joints
Joint area number

Figure 18:Stress Distribution at Joint 5 on Maximum Load

condition

4.2.6 Stress Distribution Across Joint 6

Figure 19: Stress Distribution on Nominal loading In Joint 6

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Stress at Nominal
loading (N/mm2)

Stress at Maximum
loading (N/mm2)

41

151

43

133

43

133

40

117

60

152

45

144

The reason for maximum stress in the joint area was

due to the presence of gap found between the gusset plate
(Connecting plate) and the side member as shown below.

Graph 1: Stress Distributions at Nominal Loading

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CONCLUSION
From the stress analysis performed, the maximum stress
acting on the truck chassis was found to be at joint 5
(151N/mm2 ) and local plates can be introduced to reduce
the stress at the joint area. Furthermore, the stress value
of 151N/mm2 was found to be considerably lower than
the allowable stress of the material (288 N/mm2). Thus,
a suitable material can be selected and consequently a
reduction in the overall weight of the chassis can be
achieved.
REFERENCES

Graph 2: Stress Distributions at Maximum loading

[1]

Cicek karaoglu, et al., Stress Analysis of a Truck Chassis

with Riveted Joints, Finite Elements in Analysis and Design,
38(12), (2002), 1115 1130.

[2]

Naveen Rastogi, Stress Analysis and Lay-Up Optimization

of an All-Composite Pick-Up Truck Chassis Structure, SAE
International, 2004.

[3]

J. Moreno, Stress Intensity Factors in Riveted Steel Beams,

Engineering Failure Analysis, 11, (2004), 777787.

[4]

P. M. G. P. Moreira,Stress Intensity Factor and Load

Transfer Analysis of a Cracked Riveted Lap Joint, Materials
and Design, 28, (2007), 12631270.

[5]

Automotive Handbook, BOSCH, 5th Edition, Page 730-736.

[6]

A. H. Chilver, Strength of Materials and Structures, 2nd

Edition, Page 55-91.

Figure 21: Gap at Joint 5

To reduce the stress at the joint area 5 local plates

can be introduced as shown below.

Figure 22: Introduction of Local Plates at Joint 5

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