PROJECT

MANUFACTURING OF AGRICULTURE EQUIPMENTS

NEW BHARATH TRAILERS AND FORM EQUIPMENTS by,

PALANI BYPASS, DINDIGUL 624001 K.Karthikeyan

CONTACT: 9842765389 I - MBA

Reg.no: 925121631030

Refferance: http://newbharathtrailers.in/about-us/

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 MANUFACTURING OF TRACTOR TRAILERS

In our modern drone world, where flying objects now deliver goods, it is hard to believe how far we have
come in a rather short time span. When the 20th century began, horses and mules were still pulling
wagons to deliver large hauls.

An Old-School Trailer: The Covered Wagon

In 1914, E.W. Bennett and H.C. Bennet innovated the first mechanical brake to be used on a trailer
and it reshaped the way people hauled goods. As the Forum newspaper quote above highlights, these
two men transformed an industry built around horse-drawn trucks to a speedier means of transporting
goods. The new trailer allowed one person to pick up and transport materials. In addition, much larger
objects, that previous trailers could not accommodate, were able to be transported.

Today, we refer to the trailer industry as the motor vehicle body and trailer manufacturing industry.
Within the industry, companies manufacture any one of the following:

Motor vehicle bodies and cabs

Truck, automobile, and utility trailers

Truck trailer chassis

Detachable trailer bodies and trailer chassis

Before highlighting the safety hazards this industry faces, let's highlight the different sub-industries.

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 Here are all the occupations found in this industry:

• Assemblers and Fabricators • Metal and plastic workers

• Welding Cutters and Fitters
• Welding, Soldering and Brazing Machine Operators
• Industrial Machinery Installation, Repair, and Maintenance Workers
• Painting Workers
• Material Moving Workers
• Laborers and material movers by hand
• Transportation Equipment Painters
• Machine Tool Cutting Setters and Operators
• Construction Laborers and Extraction Occupations
• Construction Trades Workers
• Structural Metal Fabricators and Fitters
• Mobile Heavy Equipment Mechanic
• Cutting, Punching, and Press Machine Setters
• Maintenance and Repair Workers
• Coating, Painting, and Spraying Operators

Occupations
As we’ve pointed out on our other automotive industry pages, the one occupation found across
each sub-industry is assembly work. So, as you would guess, assemblers make up the largest occupation
in this industry. There are some differences though. There are more painters and welders in this
industry as compared to motor vehicle manufacturing. The top three occupations found in this industry
are:

1. Assemblers and fabricators

2. Metalworkers
3. Welders

Assemblers and Fabricators

Assemble finished products and parts. There are around 54,500 of these workers in Motor
Vehicle Body and Trailer Manufacturing. You will find this worker assembling bolts, using many different

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types of tools, and moving heavy parts. They construct finished products and the parts that go into
them. These workers use a lot of tools, machines, and most importantly need their hands protected.
Common job titles for this occupation are Assembler and Fabricator.

Metal and plastic workers

Operate machines designed to cut, shape and form metal. There are roughly 29,000
employees found for this occupation. You will find these workers fabricating metal products, lifting
heavy materials and working with their hands. Common job titles for this position are Sheet Metal
Worker and Welder.

Welding Cutters and Fitters

Use hand welding, flame cutting, hand soldering, and brazing equipment to weld/join metal
components, fill holes, indentations, or seams of fabricated metal products. There are around 20,000 of
these workers are employed in the Motor Vehicle body and trailer manufacturing. You will find these
workers welding components in flat, vertical or overhead positions. Common Job titles for this position
are Maintenance Welder, Mig Welder, and Welder/Fabricator.

Welding, Soldering and Brazing Machine Operators

Operate welding, soldering or brazing machines that weld, braze, or heat treat metal products. There
around 1,500 workers found in the Motor Vehicle Body and Trailer Manufacturing. You will find these
workers adding material to work pieces, joining metal components, and annealing finished work pieces.

Common Job titles for this position are Fabricator, Mig Welder, Spot Welder, Fitter-Welder, and Braze
Operators.

Industrial Machinery Installation, Repair, and Maintenance Workers

Lubricates machines, changes parts, and performs machinery maintenance. The Motor
Vehicle Body and Trailer Manufacturing industry employs a little over 7,000 of these workers. You will
find these workers cleaning machine and machine parts. Cleaning solvents, oil, and metalworking fluids
are a definite concern for these workers. Common Job titles for this position are Lubricator,
Maintenance Man, and Oiler.

Painting Workers
You will find these workers applying paint coatings, cleaning production equipment, and
positioning work pieces. They paint and coat surfaces. There are around 5,600 of these workers in the

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Motor Vehicle and Body Manufacturing industry. Workers are exposed to many contaminants.
Common job titles for this occupation is Painter and Spray Painter.

Material Moving Workers

Around 5,600 of these workers help move material and vehicles in the Motor Vehicle Body
and Trailer Manufacturing industry. That is a large number of hands needing to be protected. You will
find these workers operating conveyors, transporting materials, and operating machines. Common job
titles are Laborer and Operator.

Laborers and material movers by hand

Workers that move materials, objects and stock. Around 4,200 of these workers are found
in Motor Vehicle Body and Trailer manufacturing. Machine feeders also fall into this worker group.
Common Job titles for this position are Line Tender, Laborer, and Materials Handler. Due to the use of
one’s hands, wearing gloves is a must.

Transportation Equipment Painters

Polish work pieces, mix ingredients, and operate painting equipment. There are around
4,000 of these workers in the motor vehicle body manufacturing industry. They operate machines used
to paint the surfaces of automobiles, buses, trucks, trains, boats, and airplanes. These workers are
exposed to many hazardous conditions and contaminants. Common job titles for this occupation are
Automotive Painter, Finish Painter, and Paint Technician.

Machine Tool Cutting Setters and Operators

Operate cutting and forming machines. There are roughly 3,100 of these workers in the
motor vehicle body and trailer manufacturing industry. The majority of these workers are employed in
aluminum production. You will find these workers changing cutting tools, aligning parts, and inspecting
metalwork pieces. Common job titles for this position are CNC Machine Setter, CNC Machinist, and CNC
Operator. Exposure to hazardous equipment is always a concern.

Construction Laborers and Extraction Occupations

Perform tasks involving physical labor. There are roughly around 3,000 of these workers
found in trailer manufacturing. You will find these workers using hand tools, repairing drilling
equipment, and transporting materials. Common job titles for this occupation are Helper, Laborer, Post
Framer, and Construction Worker.

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Construction Trades Workers
Perform tasks involving physical labor. There are around 2,900 of these workers in Motor
Vehicle Body and Trailer Manufacturing. They operate hand and power tools of all types. You will find
these workers preparing sites, digging trenches, erect scaffolding, applying paint to surfaces, sealants
and assembling structures. Common job titles for this occupation are Helper, Laborer, Skill Laborer.

Structural Metal Fabricators and Fitters

Operate cutting and grinding equipment. Roughly 2,400 of these workers are found in the
motor vehicle body and trailer manufacturing industry. They fabricate position and fit parts of structural
metal products. Due to handling sharp metal, cut-resistant gloves are must-have safety gear. Common
job titles for this occupation are Fitter, Layout Main, and Tack Welder.

Mobile Heavy Equipment Mechanic

Repair or overhaul mobile equipment. There are roughly 8,000 of these workers found in
Trailer Manufacturing. You will find these workers replacing worn parts and reassembling equipment
using hand tools. Common job titles for this position are Heavy Equipment Technician, Field Mechanic,
and Equipment Mechanic.

Cutting, Punching, and Press Machine Setters

Operate machines that saw, cut, shear, slit, punch, crimp, notch, bend, or straighten metal.
There are around 2,100 members of this occupation in motor vehicle body and trailer manufacturing.
You will find these workers aligning metal parts and grinding out burrs or sharp edges. This makes
cutresistant gloves a high priority for this worker. Common job titles for this position are Die Setter,
Press Operator, Machine Setter and Operator, and Press Punch Operator.

Maintenance and Repair Workers

keep machines, mechanical equipment, or the structure of an establishment in repair. There
are around 1,800 of this occupation working in Motor Vehicle Body and Trailer Manufacturing. You will
find these workers pipe fitting, repairing equipment, and repairing buildings. Job titles for this position
are Maintenance Worker, Maintenance Mechanic, and Facilities Manager.

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Coating, Painting, and Spraying Operators
Operate machines to coat or paint a wide variety of products. Examples include cloth,
glassware, cloth, copper, ceramics, metal, plastic, paper, wood, silver, and rubber. There are around
1,400 of these workers in body and trailer manufacturing. You will find these workers mixing ingredients
and cleaning production equipment. Noise levels are a concern for these workers. Common job titles
for this occupation are Coater Operator, Paint Technician, Silk Screen Operator, and Spray Painter.

Work Activities
Commercial transportation equipment, such as trailers and truck bodies, use a lot of steel and aluminum
in their production. Where there is steel, you can bet welding is taking place.

As we point out on our Welding Protection page, trailer manufacturing employs some of the highest
numbers of welders in any industry. This definitely impacts the type of work performed in this industry.

Here are just a handful of the hundreds of activities performed each day across this industry:

 ASSAMBLY
 METALWORKERS
 PAINTING

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Assembly
 Assembling finished products
 Assembling parts
 Using a wide range of tools
 Feeling fine parts

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Metalworkers

 Cutting, shaping, and forming metal

 Fabricating metal parts

 Lifting heavy materials

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Painting

 Touching up

 Cleaning production vehicles for coating

 Coating surfaces

 Positioning work pieces

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Machine Tool Setters and CNC
 Aligning parts

Material Moving
 Transporting materials

Structural Metal Fitters

 Fitting and positioning metal
 Operating cutting and grinding equipment

Welders and Brazing

 Adding material to metal workpieces
 Filling holes and seams of fabricated metal products
 Heat treating metal products

DESIGN OF TRACTOR TRAILER

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 TINE CULTIVATOR

II. METHODOLOGY
A. Design Consideration
The design of a rigid tine cultivator is based on the following considerations,

1. Simple and efficient: The machine is simple in design using locally available materials to
ensure effectiveness in tillage operations.

2. Durability: Mild steel material is used to provide durability in order to overcome corrosion
and deformation.

3. Strength and Rigidity. The machine should be strong and rigid enough to break soil into
lumps and fine tilt.

4. Components parts can easily be dismantled for replacement, maintenance and repair.

B. Design Feature
The developed rigid tine cultivator consists of the following components:

i. Frame: The frame is the skeletal structure which holds the whole parts of the
implement together and to which the point of attachment to the tractor three-point linkage is
welded. The design factors considered in the determination of the material required for the
frame are the weight and strength. It is rectangular.

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ii. Shank: The shank is the part of the rigid tine cultivator that holds the tine firmly. The
material selected for this part requires high strength and durability to withstand shock and
vibrations during operation.

iii. Tine: This is the part of the rigid tine cultivator that enters into the soil and pulverize
the soil, it has a sharp/pointed edge that enters into the soil.

iv. Bolt and nut: All the parts of the cassava harvester were coupled together with the
means of bolt and nut at the respective joint.
v. Point of attachment (3-point linkages): The point of attachment is the point at which
the implement is coupled/hitched to the tractor through the three point linkages which is
coupled with the procedure LEFT - RIGHT – TOP.

C. Design Analysis.

The following parameters were obtained by design calculation:

i. The weight of the implement

ii. Power requirement of the implement

Determination of weight of the implement.

The weight of the implement is a very important consideration in the implement design of the
implement as it a determinant of the magnitude of weight that is exacted on the frame members and
also influences the durability, firmness and physical outlook of the implement to avoid physical
disfiguration. They were obtained as thus: Weight of frame = 75.38kg
vi. Weight of shank (7) =11.53kg × 7= 80.71kg
vii. Weight of tine (7) =0.29kg×7=2.04kg
viii. Weight of u-bolt (14) = 0.692kg×14=9.69kg
ix. Weight of 3-point leakage = 6.917kg
x. Weight of lock bolts = 0.458kg×3=1.37kg
xi. Weight of tine bolts (21) = 0.025kg×21=0.53kg
xii. Weight of 3-point hitch brace = 4.335kg
xiii. Total weight of implement = (75.38+80.71+2.04+9.69+6.92+1.37+0.53+4.33) kg×10 =180.97×10
= 1809.7N

ii. Determination of implement power requirement

xiv. The relationships in the equation

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xv. Power = (draft+ weight) × speed
xvi. = 27000+1809.7) ×12×1000÷3600
xvii. Where,
xviii. Draft = 27000
xix. Speed = 12km/hr
xx. Weight = 1809.7N
xxi. Power = (28,809.7) ×3.3
xxii. = 32970.855W

xxiii. = 44Hp

iii. Determination of implement

draft
xxiv. Draft = soil resistance × width of implement × cutting
depth Where, soil resistance = N/m (Lomling and
Mori, 2015).

xxv. Width of implement = 1.5m

xxvi. Cutting depth = 0.15m

xxvii. Draft =

xxviii. = 27000N

iv. Draft requirement of a rigid tine

cultivator
xxix. Draft is the force that is requires pulling the implement through a horizontal distance of travel
(Mehta et al., 2014). The draft requirement was measured by using a pre-calibrated load cell with a
digital indicator. The draft requirement for tilling tools is a function of operating speed and depth is an
important criterion for the evaluation of tillage tools in field and/or laboratory conditions (Deshpande
et al., 2015). The formula is: Draft (N) = Soil resistance х width of implement x cutting depth (Sapkale et
al., 2011). v. Power Requirements of a Rigid Tine Cultivator

xxx. The power requirement by the implement is very important from the point of view of the
design and the user. This helps to determine which tractor that match the implement. Power
requirement for the operation of the implement was calculated by the following formula:

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xxxi. Power requirement, (KW) = draft (KN) x speed (m\s) (Sapkale, 2011).

D. Fabrication Procedure

xxxii. Most of the parts of the rigid tine cultivator were fabricated in the workshop of the Department
of Agricultural and Bio-environmental Engineering, The Federal Polytechnic, Ado-Ekiti. The U-bolt used
to fasten the Shank and tine assembly to the frame was bought out as well as bolts and nuts.

xxxiii. The frame which supports every other component was fabricated using 50 mm thick mild steel
square pipe of length 1500 mm and width 450 mm making it rectangular in shape. The shank was
fabricated using 100 mm thick mild steel flat bar of length 150 mm which was bent at the 100 mm mark
at angle 350. The tine was fabricated using 100 mm mild steel flat bar pointed at the end which engages
the soil. The tine is then mounted on the shank. The tine and shank assembly is reproduced to make up
seven gangs. The seven gangs is fastened to the frame using U-bolt and a mild steel flat plate. The gangs
are spaced 375 mm apart at both front and rear end. Three-point linkage was fabricated through which
the implement would be attached to the tractor.

E. Testing of the Rigid Tine Cultivator

Trial tests (3) were conducted to ensure the effectiveness of the implement in breaking and
preparation of the soil for agricultural purposes without any form of damages to d soil texture and
formation.

A well mechanized farm around the school premises was sited and used for the soil preparation the
implement was coupled to the tractor appropriately through the three point linkages from the left link
to the right link and to the top link and was conveyed to the farm. A 100m by 50m ploughed land was
marked out for the cultivation (further breaking of the soil) operation.

The tractor mounted with implement was position at the start of the marked area, the implement was
lowered into the soil and was driven through the ploughed land at the required speed to the top end of
the marked area the implement was raised up at the top end of the marked area and a U-turn
movement was made to position the implement at the top end of the marked area. The procedure was
also repeated 3 more times for further loosing and breaking of the soil clods. Some test parameters
were determined which includes the effective capacity, theoretical field capacity, field capacity and fuel
consumption use.

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i. Determination of fuel consumption
Fuel consumption can be estimated by determining how much fuel is being used for a particular
field operation and compare it to average usage. This measurement can be completed by filling the fuel
tank of the tractor before and after a field operation, noting the number of hectares covered. The
number of liters used, divided by the number of hectares covered, and it was given in liters per hectare
(l/ha).

Where,

Tank capacity=75L

Height of tank=55.5cm

Initial level of fuel=29cm

Final level of fuel=26.75cm

Fuel consumed= =0.068ᶩ

Length of strip=20m

Width of implement=1.5m

Number of trip=3

Area covered=length of strip × width of implement × Number of trip

=
Fuel consumption = 7.6l/ha 2

ii. Determination of theoretical field capacity

The theoretical field capacity of a farm machine is the rate at which at which a machine would
perform its functions if there were no interruptions – no clogging, turning, slowing or filling of hoppers,
that is, the number of hectares that can be worked per hour.

Theoretical Field Capacity = 3

where,

Width = 100m

Speed of cultivating operation = 5 m/s

TFC = 4

=1.8ha/hr

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iii. Determination of effective field capacity
This is the number of hectares that can be worked per hour.

C= ha/hr) 5

Where,
Area covered = 20 1.5 2= 90
Time of operation = 33.6sec
(ha/hr.) C=
=
= 0.96 ha/hr.

iv. Determination of field efficiency

Field efficiency is the rate of effective field capacity and theoretical field capacity expressed in
percentages. Field efficiency is used to determine the effectiveness of the cultivating operation. It is
expressed in percent.
Field Efficiency = 6

=
= 53.6 %

v. Determination of depth of operation

Depth of penetration for the rigid tine cultivator was determined using depth measuring probe
together with a measuring tape. The depth measuring probes was horizontal pushed with minimal force
through the soil until it reached hard surface, it's a hand switch making it different to push the probe
again. The foldable rule is placed horizontal on the soil surface to intercept the probe after which it is
drawn out of the soil and the depth read using measuring tape.

DESIGN OF NEW BHARATH TRAILERS (TINE CULTIVATOR)

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III. RESULT AND DISCUSSION
A. Fabricated machine
The fabricated rigid tine cultivator is shown below in plate1

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THE FABRICATED RIGID TINE CULTIVATOR IS SHOWN BELOW IN PLATE1

Plate1: The Fabricated rigid tine cultivator

i. Description of the machine components

The developed rigid tine cultivator consists of the following components:

a. Frame: The frame is the skeletal structure which holds the whole parts of the implement
together and to which the point of attachment to the tractor three-point linkage is welded
to. The design factors considered in the determination of the material required for the frame are the
weight and strength. It is rectangular in shape.

b. Shank: The shank is the part of the rigid tine cultivator that holds the tine firmly. The material
selected for this part requires high strength and durability to withstand shock and vibrations during
operation.
c. Tine: This is the part of the rigid tine cultivator that enters into the soil and pulverize the soil, it
has a sharp/pointed edge that enters into the soil.

d. Bolt and nut: All the parts of the cassava harvester were coupled together with the means of
bolt and nut at the respective joint.

e. Point of attachment (3-point linkages): The point of attachment is the point at which the
implement is coupled/hitched to the tractor through the three point linkages which is coupled with the
procedure LEFT - RIGHT – TOP.

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ii. Mode of operation
The implement was coupled to the tractor through the three point linkages, by the order of
left, right and top link after that it was powered by hydraulic lever for lowering and lifting of the
implement above the ground and it was then driven to the field by the tractor, on getting to the field,
the tine of the rigid tine cultivator will cut the ground, hydraulic lever was used to lower the implement
and also place the implement at appropriate angle for better performance, after that the drag forces of
the tractor makes the implement cultivator will perform perfectly.

B. Test Result of the Implement

The results obtained from the field test of the rigid tine cultivator are used to determine the table
below: Table 5: Table showing test result of the implement

S/N Parameter Value

1 Fuel consumption 7.2 l/ha
2 Theoretical field capacity 1.8 ha/hr
3 Effective field capacity 0.96 ha/hr
4 Field efficiency 53.9 %
5 Depth of penetration 0.74 cm

C. Discussion

i. Fuel consumption:
The fuel consumption is lesser than the one obtained from rigid tine cultivator fabricated
at Natural Resources and Life Science University of Vienna which was 18.29 l/ha but more than the on
obtained from the tractor operated cultivator produced by filipovic et al., (2004), at Agricultural
Engineering. This may also be due to the fact that the soil is soft during the period of testing and the
quantity of the soil carried by the implement during the operation.

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ii. Effective field capacity:
The field capacity obtained is lesser than rigid tine cultivator produced by Maheshwari
et.al., (2004) which was 2.5 ha/hr. iii. Field efficiency: Field efficiency is lower than tractor operated
rigid tine cultivator produced by Maheshwari et.al., (2004) which was 65%. iv. Depth of penetration:
The average depth of penetration obtained was lower than the one obtained
from TEK cultivator which was 0.96 cm. This was also due to the time of testing of the machine.

IV. CONCLUSION
A rigid tine cultivator was designed and fabricated in the Department of Agricultural and
BioEnvironmental Engineering, The Federal Polytechnic, Ado-Ekiti. Locally sourced materials were used
in the fabrication which consists of tine to dig the ground, gauge wheel it is used for controlling the
depth of penetration, frame and three-point linkage. Test results showed that fuel consumption was
7.6L/ha,effective field capacity was 0.96ha/hr, depth of penetration was 0.74cm, theoretical field
capacity was 1.8ha/hr, and field efficiency was 53.7%.

V. RECOMMENDATIONS
i. The rigid tine cultivator gives an undesired soil pattern when used on an unplugged soil therefore it is
recommended to use the implement on an already ploughed land for better breaking of clouds. ii.
Further testing of the rigid tine cultivator should be carried out in a well prepared field beginning from
field preparation.

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Composite Tanker Trucks: Design and Fabrication

The use of composite materials is expanding in many industries because of their light weight,
corrosion resistance, and strength properties. In this paper, a summary of the design and manufacturing
of an all-composite tanker truck is presented. standard design practices for composite pressure vessels,
and experience of several composite design engineers. The construction materials include E-glas and
vinylester resins. Structural calculations were performed with the SAP IV finite element program for
static analysis and the BOSOR IV finite element program for various buckling conditions.

Composite materials have been successfully used for the past 50 years in a variety of industries
including automotive, aerospace, aircraft, chemical processing, recreation, medical, housing, and
transportation. For such industries, composites offer advantages such as light weight, high strength-to-
weight ratio, high corrosion resista.nce, and unique mechanical properties. As in reinforced concrete for
which R—bars can be placed in a direction of highest stress, fiber composites allow for even greater
versatility for optimum design in relation to the type, magnitude, and direction of loading. Current
widely used structural applications for composites include aircraft components, entire fiberglass ships
up to 200 ft long, emission stacks (1), storage tanks, pipes, and small buildings. For these applications,
composites offer unique advantages not available with conventional materials.

In this paper, the basic design and fabrication parameters and the structural design of an all-
fiberglass tanker with a 5,500-gal (20,820-liter) capacity are discussed. This tanker truck was intended
for use in highly corrosive chemical environments for which stainless steel, lined carbon, or aluminum
vessels are currently required. Most design parameters are derived from the 1983 U.S. Code of Federal
Regulations (CFR) for Motor Carrier Specifications (1). Loading conditions such as dead loads, full
vacuum, acceleration, deceleration, and loading and unloading pressures are considered in the design.
Because composite materials are not currently recognized in American codes or regulations for the
design of tanker trucks, design criteria are presented for allowable stress and strain levels, safety factors
against buckling, fatigue design considerations, and allowable displacements.

The tanker truck is manufactured by filament winding technique with the contact molded end heads
wound into the shell.

Stiffeners are provided on the cylindrical shell for buckling considerations. Loads are transferred from
the fiberglass shell into the dual-wheel axles by means of steel saddles wound onto the shell.

The mechanical properties of composites are a function of many parameters such as fiber and
resin type, fiber orientation, and fiber content. The strength of fiberglass composites can vastly exceed
that of steel. Relative to bridge components, in addition to strength, fatigue, and creep, environmental

22
degradation and long-term behavior are additional properties of composite materials that must be
considered. Many fiberglass tanks, pipes, and boats have been in service up to 30 years. Some
specialized structural glass or graphite composite applications such as pressure vessels or aircraft
components have also been in service for over 25 years.

ADVANTAGES OF AN ALL FIBER-REINFORCED PLASTIC

(FRP) TANKER TRUCK
Although the idea of FRP tanker trucks in the United States is still in its infancy, several
European countries and Canada have allowed such trucks on their highways since the early 1960s (3, 4).
The primary advantages of composite tanker trucks are lower costs on a life cycle basis, higher strength-
to-weight ratios, and superior corrosion resistance of composite materials as compared to steel or
aluminum. The light-weight FRP tanker truck results in lower unit transportation costs because of larger
payloads, less wear on tires and running gears, and lower maintenance costs (because relining of the
tank is not required). Composites are also considered to be thermally insulating materials with thermal
conductivity coefficients of 30 to 50 times less than that of steel, Such thermal insulating properties
prevent FRP tank contents from reaching their flash point much more effectively than steel or aluminum
and allow FRP tankers to maintain their structural integrity much longer under short-duration high-
intensity fires that may occur under highway transportation conditions.

However, the resistance to corrosion of composite materials under exposure to various chemicals is the
most significant advantage of FRP tanker trucks. Because of the inherent corrosion resistance of
composite materials, FRP tanker trucks can be designed to carry most chemicals without the danger of

perhaps rapid and undetected degradation or corrosion that can cause potentially dangerous problems
in lined or unlined steel tanker tucks. For highly corrosive chemicals, steel tanker are normally relined
with rubber, epoxies, or fiberglass at a regular frequency o. between 1 and 5 years. Based on
performance of above-ground and underground fiberglass tanks and European fiberglass tanker trucks,
an all-FRP tanker truck should be able to perform satisfactorily without repair for much longer periods,
hence reducing the long-term costs of the FRP tanker truck.

23
TECHNIQUES
The CFR outlines the minimum required design loads for all tanker trucks designed to carry
hazardous materials. The design of the FRP tanker truck was based on all of the loads required by the
CFR including the following design conditions:

1. Strain and stress levels and buckling for full vacuum.

2. Strain and stress levels and buckling for loading or unloading pressures of 35 psi (241 kPa).

3. Dynamic strains and stresses under horizontal acceleration and deceleration.

4. Dynamic strains and stresses under vertical accelerations.

5. Dynamic strains and stresses generated by surging loads because baffles were not used.

The complete tanker truck assembly was analyzed with several finite element models. The finite
element model of half the tanker shell IS shown m Figure 5 without the saddles or the axle supports. For
the design condition of a fully loaded tanker truck and horizontal accelerations such as collisions, the
tanker truck is designed to survive an impact acceleration of 20 g [1 g = 32.2 ft/sec2 (9.81 m/sec2)]. The
fully loaded tanker truck is also designed to withstand vertical accelerations due to depressions

or bumps of up to 9 g before shell buckling occurs. If the tanker truck is fully loaded and under full
vacuum conditions,

safety factor against buckling is only 1.85. Hence, it is recommended that the tanker trucks not
be under vacuum condition while on the road. Circumferential ribs were designed for control of buckling
and postbuckling behavior as illustrated. The tanker truck has also been designed to withstand the
rollover condition (the tanker rolls 180 degrees on its top surface). Sixteen other load and design
conditions were also evaluated, with the full vacuum condition the most critical. The stress analysis was
performed with the SAP-IV finite element computer program and closed form shell solutions for stress
and strains. The buckling analysis was performed with the aid of the BOSOR IV finite element computer
program and conventional shell buckling formulas and tabular solutions.

In addition to strain and stress levels and buckling of the various tanker truck components, the fatigue
effects on the shell, dome, and bond laminates must also be considered. Fatigue tensile test specimens
were fabricated according to ASTM D638 Type 111 and tested at a stress ratio R = O. 175. The tests were
performed to 1,000,000 haversine load cycles for specimens in both the hoop and axial directions. The
maximum stress level for all fatigue cycles was 10 percent greater than the maximum design stress level.
Because of curvature of the hoop direction specimens, these samples were modified so as to avoid large
flexural stresses. On completion of the 1,000,000 load cycles, only minor surface cracks were visible
without any failure. With regard to the actual number of load cycles that may be experienced by such a
tanker truck during its projected lifespan of 10 to 20 years, only a rough estimation is possible. Hence,
for safety consideration, the endurance limit of the shell laminar construction should be considered as
the highest stress level allowed for load conditions during travel.

24
CONCLUSIONS

Fiberglass tanker trucks can be designed for extremely complex load and environmental conditions that
must be anticipated for of hazardous chemicals on highways. Due to lower dead weights, the payloads
for composite tanker trucks are about 8 percent greater than for conventional steel or aluminum tanker
trucks. Due to fatigue sensitivity of nonunidirectional composites, the strain limits and the fiber
orientations must be optimized to withstand the repeated cyclic loadings and the chemical attack from
the various payloads. It is also recommended that the composite tanker trucks be designed at stress
levels below the endurance limit because the total number of load cycles at a critical load condition
cannot be accurately established.

Design of 6000 liter capacity tanker

NEW BHARATH TRAILERS AND FORM EQUIPMENTS

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