Materials Today: Proceedings xxx (xxxx) xxx

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Inertial relief technique based analysis of the three-wheeler E-vehicle

chassis
Mohammad Waseem a,⇑, Mumtaz Ahmad a, Aasiya Parveen b, Mohd Suhaib c
a
Mechanical Engineering Section, University Polytechnic, Jamia Millia Islamia (A Central University), New Delhi 110025, India
b
Mechanical and Automation Engineering, IGDTUW Kashmere Gate, Delhi, India
c
Mechanical Engineering, Faculty of Engineering & Technology, Jamia Millia Islamia (A Central University), New Delhi 110025, India

a r t i c l e i n f o a b s t r a c t

Article history: In the current era, peoples are looking alternative solution in place of the conventional fuel powered vehi-
Available online xxxx cles. Electrical powered assisted vehicles are the appropriate solution to decarbonize the transportation
sector. Three-wheeled ‘‘electric” vehicles that introduced in Indian cities for transport facility at the con-
Keywords: gested areas are getting exclusive attention. The frame of the three-wheeled ‘‘electric” vehicle is a pri-
Electric vehicles mary element as it supports internal as well as external load. Static analysis of chassis can’t be
Vertical loading performed directly since the stiffness matrix becomes singular due to inflexible body movement of the
Moment reaction
three-wheeled frame due to unconstrained characteristics. In the present work, Inertia relief methodol-
Inertia relief analysis
ogy is adopted to analyse the unconstrained chassis of the three-wheeled ‘‘electric” vehicle using FEM in
the ANSYSÒ 15.0 workbench tool. SolidWorksÒ modelling environment is used to construct 3D chassis of
the three-wheeled ‘‘electric” vehicle. Inertia relief analysis is performed to find out the directional defor-
mation, equivalent von Mises stress, and force reaction for 2G vertical loading for existing and modified
chassis of the three-wheeled vehicle respectively. Further, the inertia relief translational and rotational
accelerations are computed to counterbalance the externally applied loads for existing and modified
chassis under 2G vertical loading.
Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the International Confer-
ence on Advancement in Materials, Manufacturing and Energy Engineering (ICAMME-2021).

1. Introduction requests conventional resources of energy such as oil, gas, biofuels

In current eras, the primary focus of the automobile industry is
to develop more efficient, safer and eco-friendly transportation
system [1,2]. Alternative vehicles such as hybrid electric vehicles
(HEVs), plug-in hybrid electric vehicles (PHEVs) and electric vehi-
cles (EVs) have been introduced by modern auto industries [3–5].
The vehicles that utilize electrical energy have the potential to
decarbonize the transportation system towards the sustainable
development goal [6,7]. India is a leading hub for the auto industry
in the world with the present manufacturing rate of 29.073 Million
vehicles including two-wheeled, three-wheeled and lightweight
commercial vehicles [8]. Road transport is the core means of
mobility in India, donating 18% of CO2 emissions into the atmo-
sphere [1,9]. The existing conventional vehicles in Indian cities, uti-
lize ICE engine technology as the prime mover and simultaneously
⇑ Corresponding author.
E-mail address: waseem159088@st.jmi.ac.in (M. Waseem).
etc. as input fuel [10]. According to research supported by India
Energy Security Scenarios (IESS), the forecast of the growth in
energy requirement for the automobile transportation sector will
be four times more between 2017 and 2047 [11]. To regulate the
growth of the combustion engine-based vehicles and energy
demand crisis, the Government of Indian has launched several e-
schemes such as the National Electric Mobility Mission Plan
(NEMMP-2020), National E-mobility program etc. to promote the
e-vehicles in India [12]. Electric rickshaws are extensible used in
India for the public as well as commercial purposes in congested
areas. According to the International Centre for Automotive Tech-
nology (ICAT), more than 200 electric rickshaw manufacturing
units are registered for manufacturing electric rickshaw and their
parts across India [13].
Finite element analysis is employed for the mechanical struc-
ture of vehicles to estimate the stresses, deformation and strain
energy under the critical load condition. Work available in the lit-
erature related to design and analysis of vehicle frame is discussed

https://doi.org/10.1016/j.matpr.2021.02.158
2214-7853/Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the International Conference on Advancement in Materials, Manufacturing and Energy
Engineering (ICAMME-2021).

Please cite this article as: M. Waseem, M. Ahmad, A. Parveen et al., Inertial relief technique based analysis of the three-wheeler E-vehicle chassis, Materials
Today: Proceedings, https://doi.org/10.1016/j.matpr.2021.02.158
M. Waseem, M. Ahmad, A. Parveen et al.
Nomenclature
3D Three-dimensional
m Poisson ratio
q Density
E Young Modulus of Elasticity
u The distance between the front axle and the CG of
vehicle
here. A space type frame for ‘‘eco” car is analyzed in the Abaqus
CAE software [14]. The structure of Formula car is analysed in
ANSYS software [15]. The strength of chassis joints is analysed
using ANSYS tool [16]. The structure of a heavy load carrier is anal-
ysed in the CATIA V5R18 software [17]. Chassis of the three-
wheeled ‘‘battery” vehicle is also an unconstrained structure.
Therefore, the static analysis can’t apply directly to analyse the
structure as the stiffness matrix becomes singular due to inflexible
body movement of structure [18]. Inertia relief analysis is a unique
methodology to analyse the unsupported structural parts or bodies
such as automotive and aircraft [19–21]. In the present research,
the 3D frame of three-wheeled ‘‘battery” vehicle is analysed
through Inertia Relief analysis technique in ANSYSÒ Workbench
tool to compute the inertia relief translational and rotational
acceleration.
2. Proposed methodology
In India, delta type chassis are commonly used in the three-
wheeled vehicles including both ‘‘auto-rickshaw” and ‘‘electric
rickshaw” due to the advantages of less turning curvature and rear
wheels drive architecture as compare to tadpole type configuration
[22]. Delta type configuration has one front wheel and two rear
wheels while tadpole type configuration having two front wheels
and one rear wheel. The primary objective of this research is to
design the chassis of a three-wheeled ‘‘electric” vehicle using Solid-
WorksÒ software further to compute the inertia relief translational
and rotational acceleration of unsupported structure in ANSYSÒ
Workbench tool. Fig. 1 shows the 3D Solid model structure of the
three-wheeler ‘‘battery” vehicle prepared in the SolidWorksÒ
software.
2.1. Selection of chassis material
Steel grade IS513 having yielding strength of 225 MPa is used
for the construction of conventional auto rickshaw chassis [22].
Fig. 1. 3D Solid model of the proposed three-wheeler ‘‘battery” vehicle [1].
2
Materials Today: Proceedings xxx (xxxx) xxx
v The distance between the rear axle and CG of vehicle
l The wheelbase of three-wheeler electric vehicle
Wg Gross vehicle rating of the vehicle
PX,RR Force on the rear right wheel along X-direction
PY,RL Force on the rear left wheel along Y-direction
PZ,FC Force on the front centre wheel along Z-direction
AISI 1005 steel is employed for the body structure of an automobile
car [23]. Magnesium alloy based lightweight chassis is developed
for four-wheeler vehicle [24]. Mild steel is extensively employed
in the existing three-wheeler ‘‘battery” vehicles chassis [14]. AISI
1033 has several mechanical properties such as easy machining,
improved compressive strength, higher corrosive resistance, wear
resistance and low cost compared to other grade steel. In the pre-
sent work, AISI 1035 has been employed for the 3D solid model of
the existing three-wheeler chassis. Table 1 shows the mechanical
properties of steel AISI 1033 material. The selection criteria of
the rectangular profile are based on higher torsional strength and
bending moments over other profiles [25]. Fig. 2 shows the 3D
solid chassis models of existing (double type) and modified (single
type) three-wheeled ‘‘battery” vehicle prepared in SolidWorksÒ
Weldments module. The dimensions of the structure model are
based on the existing dimensions of leading three-wheeled ‘‘bat-
tery” vehicles, Saera Electric Auto Pvt. Ltd. India [26].
3. Analysis of the unconstrained structure
The existing and modified 3D solid models of three-wheeler
‘‘battery” vehicle chassis prepared in Weldments module of Solid-
Works tool is imported into the ANSYSÒ Workbench module. The
existing double type chassis consists of 1 part, 61 bodies and mod-
ified single type chassis consist of 1 part, 53 bodies respectively.
Meshing and loading conditions for the structure are described in
the following sub-sections:
3.1. Meshing
The meshing of double and single type chassis is done in
ANSYSÒ workbench tool using global mesh control strategy. The
domain of all bodies is divided into small discrete cells for solving
the mathematical equations at nodal/cells position. Fig. 3 shows
the meshed 3D models of existing and modified chassis of the
three-wheeler. Existing double type chassis is discretised into
121,145 nodes, 63,446 elements while modified single type chassis
has 110,442 nodes and 53,577 elements respectively
3.2. Loading conditions of unconstrained chassis
The gross weight of the vehicle acts on the Centre of Gravity of
unconstrained chassis in the downward direction during bending
Table 1
Material properties of steel AISI 1035.
Mechanical Properties Parameters value Unit
Density 7950 kg/m3
Yield Strength 210
106 N/m2
Ultimate tensile strength 47
106 N/m2
Poisson Ratio 0.29
Elastic Modulus 200
109 N/m2
Shear Modulus 75
103 N/m2
Thermal Conductivity 59.5 W/mK
M. Waseem, M. Ahmad, A. Parveen et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 2. 3D Solid models of the three-wheeler ‘‘electric” vehicle prepared in the SolidWorksÒ tool, (a) Existing double type chassis (b) Modified single type chassis.

Fig. 3. Directional deformation result (a) Double chassis (existing) (b) Single chassis (modified).

or vertical loading. This vertical load is transferred and balanced at To perform the inertia relief analysis on the structure in the
the front wheel as well as rear wheels locations respectively in the ANSYSÒ workbench, constrained conditions and bending loads
opposite direction of applied load. The reaction force (PZ,FC) due to are applied to the chassis. Thereafter, directional deformation,
bending on front wheel location is governed from equation (1). The equivalent stress, and force reactions are simulated for existing
reaction force (PZ,RL) on the left rear wheel support and on the rear and modified chassis under 2G vertical loading. Finally, transla-
right wheel support (PZ,RR) is governed from equation (2). Table 2 tional and rotational accelerations are computed to counterbalance
shows the estimated load values for existing and modified chassis the externally applied loads for 2G vertical loading.
under 2G vertical Loading conditions. Fig. 3 shows the directional deformation result plots for existing
double type chassis and modified single type chassis respectively
Wgv
PZ;FC ¼ ð1Þ under 2G vertical loading. The maximum deformations are
l
0.4916 mm and 0.5665 mm for existing and modified chassis
Wgu respectively. The maximum deformation occurs on the front steer-
PZ;RR ¼ PZ;RL ¼ ð2Þ ing hub body for vertical loading.
2l
Fig. 4 shows the Von misses equivalent stresses result in plots
for existing double type chassis and modified single type chassis
4. Result respectively under 2G vertical loading. The maximum equivalent
stresses are 147.25 and 133.4 MPa, with a safety factor of 1.6978
The unsupported double and single type frames of the three- and 1.8741 for existing and modified chassis respectively.
wheeled vehicle are analysed in the ANSYSÒ 15.0 workbench tool. Fig. 5 shows the force reaction plots for existing double type
chassis and modified single type chassis respectively under 2G ver-
Table 2 tical loading. The simulated values of force reaction at the CG for
Estimated load for analysis. existing chassis are 1.824
102 N, 6.635
103 N, 5.224
1
S.N. Loading position Loading (2G) Loading (2G) 03 N along X-axis, Y-axis, Z-axis respectively. The computed val-
for Double for Single ues of reaction forces at the CG for modified chassis are
type chassis (N) type Chassis (N) 4.618
105 N, 2.407
103 N, 1.778
105 N along X-axis,
1. Front axle supporting point 4170.88 4304.944 Y-axis, Z-axis respectively.
2. Left rear axle supporting point 5362.56 5295.528 Table 3 shows computed inertia relief translational and rota-
3. Right rear axle supporting point 5362.56 5295.528
tional accelerations due to the externally applied load, for existing
Total 14,896 14,896
and modified chassis at the CG under 2G vertical loading. The effect
3
M. Waseem, M. Ahmad, A. Parveen et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 4. Equivalent stresses result for (a) Double chassis (existing) (b) Single chassis (modified).

Fig. 5. Force Reaction Result for (a) Double chassis (existing) (b) Single chassis (modified).

Table 3
factor for modified chassis is 1.8741 as compared to existing chas-
Inertia relief translational and rotational acceleration for 2G vertical loading. sis factor of 1.6978 under the same loading conditions. After that,
results show that computed values of force reaction, obtained from
Direction External applied Translational Rotational
load (N) acceleration (mm/s2) acceleration (rad/s2)
ANSYSÒ 15.0 software, at the CG for existing as well as modified
chassis are approximately zeros along X-axis, Y-axis, Z-axis respec-
X-axis 0.000 0.0000 0. 0434
Y-axis 14896 0.3093
106 0.0014
tively, satisfying the first criterion of inertia relief analysis. Finally,
Z-axis 0.000 0.0000 15.400 the result shows that computed values of inertia relief transla-
tional and rotational acceleration, counterbalance the externally
applied forces for existing and modified chassis under 2G bending
of external applied vertical 2G loading of 14896 N is compen- loadings respectively, satisfying the second criteria of inertia relief
sated by the inertia relief translational acceleration 0.3093
10 analysis. Overall, the result shows that modified single type chassis
+6
mm/s2 in Y-direction for existing chassis design. The inertia of three-wheeled ‘‘electric” vehicle has more strength, light in
relief translational acceleration is 0. 3273
10+6 mm/s2 in Y- weight and easy to fabricate compared to existing double type
direction due to applied Bending 2G loading of 14896 N along chassis.
Y-axis for the modified three-wheeled structure.
CRediT authorship contribution statement
5. Conclusions
Mohammad Waseem: Conceptualization, Methodology, Soft-
The frame of three-wheeled ‘‘electric” vehicle is constructed in ware, Writing - review & editing. Mumtaz Ahmad: Writing - orig-
SolidWorksÒ environment. Further, inertia relief methodology is inal draft. Aasiya Parveen: Visualization, Investigation. Mohd
employed using FEM in the ANSYSÒ 15.0 tool to analyse stresses, Suhaib: Supervision, Software, Validation.
directional deformation, force reaction, inertia relief translational
and rotational acceleration for existing double type and modified Declaration of Competing Interest
single type chassis of three-wheeled ‘‘electric” vehicle. The result
shows that the strength of the modified structure is more as com- The authors declare that they have no known competing finan-
pared to existing type chassis based on von misses’ stresses devel- cial interests or personal relationships that could have appeared
oped under applied bending load. The result shows that the safety to influence the work reported in this paper.
4
M. Waseem, M. Ahmad, A. Parveen et al.
Acknowledgements
The authors acknowledged Department of Mechanical Engi-
neering, JMI, New Delhi to support this research.
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