UNIVERSITI TUN HUSSEIN ONN MALAYSIA
(UTHM)
BEG BERKUNCI 101, 86400 PARIT RAJA, BATU PAHAT, JOHOR DARUL
TA’ZIM
FACULTY MECHANICAL AND
MANUFACTURING ENGINEERING
(PROJECT)
PRATHABRAO A/L MUNIANDY
Dd120063
NAME AND MATRIC CARD NUR IZLYNDA BINT AZWAR
NUMBER KESEVAAN A/L MORGAN cd130125
YOGESWARAN A/L MARATHAIVEERAN
dd120072
COURSE NAME AND CODE
VIBRATION BDA31103
NUMBER
LECTURER'S NAME DR FETHMA
SEKSYEN 4
SUBMISSION DATE
CHAPTER 1
Introduction
Vibration is a mechanical phenomenon whereby oscillations occur about an equilibrium
point. The oscillations may be periodic such as the motion of a pendulum or random such as
the movement of a tire on a gravel road. Car is one of the most important vehicles especially
to get a person from one place to one place. As a car travels along the road, the car chassis is
excited by dynamic forces induced by the road roughness, engine, transmission and more.
Under such various dynamic excitations, the car chassis tends to vibrate .Whenever the
natural frequency of vibration of a machine or structure coincides with the frequency of the
external excitation, there occurs a phenomenon known as resonance, which leads to excessive
deflections and failure. The literature is full of accounts of system failures brought about by
resonance and excessive vibration of components and systems. After years of study,
predictable model changes, the automobile industry is in the midst of the most intense
product changeover in its history. More often, vibration is undesirable, wasting energy and
creating unwanted sound and noise, in car chassis. In this study we use Finite element model
of the vehicle chassis to analyse the vibration. Shell elements have been used for the
longitudinal members & cross members of the chassis.
1.1 Problem statement
When you drive a car, it is possible for the car to get fully loaded with people. This will affect
the weight of the car and the chassis of the car could vibrate and damaging the chassis of the
car and eventually will cause the chassis to fail. Safety is one of the most important in
building a car chassis to provide comfort to the customer.
1.2 Objectives
To investigate the effect of load onto the vibration on the chassis caused by full load
inside the vehicle.
To analyze the stress and strength of car chassis structure design.
To determine and analyze the car chassis design structure based on the static and
dynamic response using Abaqus software.
CHAPTER 2
Literature Review
Mercedes-Benz E-Class Coupe
With its pillar less good looks, laid – back demeanour and ritzy four-passenger interior, the
Mercedes-Benz E-Class Coupe offers the virtues of the best personal luxury two-doors of
yore in a thoroughly modern package. Thoroughly updated for the latest model year, it now
features fresh styling, cutting-edge safety technology and an improved cabin.
In place of the old models stately but somewhat staid quad-headlamp setup, the new E-Class
Coupe sports a single sleek headlamp per side. Muscular, vintage-inspired "pontoon" fenders
add a dash of style to the flanks, and a B-pillar-less greenhouse creates an elegant,
uncluttered look while also allowing for excellent outward visibility.
2.1 Car Chassis
A chassis consists of an internal framework that supports a man-made object in its
construction and use. It is analogous to an animal's skeleton. An example of a chassis is the
under part of a motor vehicle, consisting of the frame (on which the body is mounted) with
the wheels and machinery.
A street rod chassis needs to be a platform that resists twisting. A torsion rigid chassis will
not only be stronger and last longer, but will also provide better handling and allow closer fit-
up of body panels.
The minimum requirement for a chassis that will support heavier vehicles, such as an A
model or later Ford, is 100 x 50 x 3mm RHS steel tubing, or tubing of a cross section no less
than the original production chassis.
2.2 Study Background
The chassis that is going to be analyse is the chassis from Mercedes Benz E-Class Coupe and
the software that we are going to use to analyse the problem is LISA 7.7. The mass that we
are going to use are the mass total of 5 average adult weighing around 60 kg per person and
makes the total of 300 kg. This will be added to the weight of the car which is around 1655
kg to get the total weight force acting on the chassis. From the total weight, we can analyze
and calculate the bending force and also the vibration acting on the chassis resulting from the
weight of the car and the passengers.
2.3 Methodology
Below are the measurements for the car that we will be going to be use:
1.54 m
1.08m
0.125m
2.76 m
0.125 m
0.85 m
75mm
3mm
0.125m 1.665m 0.125m
50mm
2.4 Model/Problem Description
A car structure is illustrated in Figure 1. All elements have E = 210GPa and the cross section
area A = 7.14 × 10−4 m2. The mass density of the material is 7850 kg/m2. A design engineer is
requested to provide information in regard the vibration characteristics of the preliminary
design of the car chassis.
1. Provide the first 5 natural frequencies and the corresponding mode shapes.
2. Since the report is a printed paper, the mode shapes are not only plotted but also
described technically so the readers understand the mode of the vibrations without
looking at the animation.
3. If the client is not satisfied with the first natural frequency and wants to have higher
natural frequency of the first mode, what will be the recommendation?
Recommendation must be convincing and based on the data that obtained.
Figure 1: Car structure
In this case we estimate the total mass of car is 485 kg at fully loaded that is carry 4
passenger at one time. Here we want to see how strong the chassis design to accommodate
the load until defect. So the material selected for car chassis is steel.
2.5 Element Model
The car chassis is modeled as three-dimensional truss with number of modes of 5. Its
Young’s Modulus, E =210GPa and the cross section area A = 7.14×10−4 m2. The mass
density of the material is 7850 kg/m2. The total number of nodes is 42 while the total number
of elements is 44. The illustration of the meshing is shown in Figure 2.
The units used in this model are:
Length: m
Young’s Modulus: N/m2
Figure 1: Abaqus Model
2.6 Vibration
We also evaluate the vibration of the chassis by using 6 modes in 2D. The value of frequency
will state in results and discussions.
CHAPTER 3
Results and Short Discussion
3.1 Mode 0
Figure below shows the initial condition of the car chassis structure.
3.2 Mode 1
Initial condition shows that the structure located at the middle part experiences the
most displacement magnitude. Vibrations has resulted the model to sway’s in the
middle.
3.3 Mode 2
In this mode, the two structures at the middle part are experiencing the most displaced
magnitude of other beams for the bridge. It is the same as mode 2, the model sway in
the middle.
3.4 Mode 3
In this mode, the structures in the end part are experiencing the displaced magnitude.
The model sways in the front and end part.
3.5 Mode 4
In this mode, the structure experiences the same magnitude position as in the previous
mode. But the different value in magnitude affects the reading in the mode.
3.6 Mode 5
In this mode, the structure experiences magnitude in the front and end part. The front
and end part experiences the most displaced magnitude in this mode.
3.7 Mode 6
In this final mode, the front and end chassis experience a major magnitude compare to
all the other modes.
CHAPTER 4
Conclusion
Based on the simulation result, the data is as follows :
Mode Magnitude Frequency
Mode 0 0.000 0.0000
Mode 1 1.000 e + 00 1.89763 e - 05
Mode 2 1.000 e + 00 1.91151 e - 05
Mode 3 1.009 e + 00 2.42126 e - 05
Mode 4 1.009 e + 00 2.53617 e - 05
Mode 5 1.002 e + 00 4.83259 e - 05
Mode 6 1.000 e + 00 5.18303 e - 05
The highest recorded frequency is mode 6 and the lowest being mode 0. The chassis model
can be subjected to various other conditions and deform in numerous ways. Solutions and
ways to overcome the problems are crucial before the chassis is build. Since chassis mass
increases due to the installed equipment, the natural frequencies fall out of the natural range
that can be compensated with increasing the chassis stiffness. Decreasing the chassis length,
can increase the chassis stiffness. Using this method, we can prevent resonance phenomenon
and unusual chassis vibration and place the natural frequencies in natural range.
