Design and Optimization of A Missile Transporter Semi-Trailer Structre

Journal of Physics: Conference Series
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AMME-20 IOP Publishing
Journal of Physics: Conference Series 2299 (2022) 012002 doi:10.1088/1742-6596/2299/1/012002
Design and optimization of a missile transporter semi-trailer

structure
A M Ibrahim1, A M Ali1 and H Kamel1

1
Automotive Department, Military Technical College, Cairo, Egypt
engarafat222@gmail.com
Abstract. Minimizing weight, maximizing strength, and maximizing stiffness are the three main
challenges of designing semi-trailer structures. This paper presents the design and optimization
process of a lightweight missile transporter semi-trailer chassis. The semi-trailer supports up to 40
tons of payload. The payload consists of three generic missiles with a standard length up to 12.5 m.
The stacking of these missiles up-shifted the overall center of gravity. The high center of gravity
endangered the safe maneuvering of the semi-trailer. The design process went through several
iterations to meet the functional and installation requirements of the payload. A finite element
model simulated the structure with respect to the loading conditions. Then, the model was
implemented to formulate an optimization problem. The optimization objectives were to minimize
the chassis weight and constrain the stress to an acceptable value at the same time while safely
supporting the payload. The optimization problem solution successfully achieved a balanced trade-
off between structural weight, stiffness, and rigidity. The new optimized design is approximately
12.6% lighter and 10.1% stiffer than the initial design for bending loads.
Keywords. Finite element analysis. Low-bed semi-trailer · Missile transporter semi-trailer ·
Structural stiffness maximization · Structural design optimization
1. Introduction
Road transportation is the backbone of trade and commerce all over the world. It remains the most
flexible, responsive, and inexpensive transportation mode. It saves packing costs compared to other modes
of transportation. It can be used locally, over border, long or short deliveries even in rural areas and off-
roads.
Several trailer configurations and types can deal with the progression of the road regulations governing the
size and capacity of trailers. These configurations bear with different forms and quantities of
payloads. The trailer types can be classified into two categories either by construction or by the
application. The trailer construction may be a full-trailer or semi-trailer.
A full trailer is pulled and coupled by a prime mover using a hook or a drawbar. It has axles at the front
and rear ends. It doesn’t need the prime mover or the landing legs to support it while parking. It has an
excellent steering capability thanks to the front axle (or axles). A semi-trailer is similar to a full trailer, but
it has an axle (or axles) at the rear end only, and the front axle (or axles) is replaced with a kingpin near
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the front end. A kingpin couples the semi-trailer with the prime mover. Semi-trailers also have a pair of
landing legs near the front end. Landing legs support the semi-trailer after disengagement from the prime
mover.
According to the application, the semi-trailer types are flatbed, low bed, drop deck, tanker, livestock,
tipping, and other special-purpose semi-trailers [1].
Flatbed trailers are general-purpose semi-trailers thanks to their simplicity and versatility. It is the most
widespread and dominant type of semi-trailers. Container carrier is the most popular usage of a flatbed
semi-trailer. The chassis layout is a simple ladder frame structure. The chassis comprises two longitudinal
members and several cross members. The longitudinal members typically take the form of an I-beam. The
beam cross-section is not constant along the chassis length to lower the payload center of gravity. The
cross-members generally consist of standard I-beam sections. The cross-members connect the two chassis
rails to improve chassis rigidity and torsional strength. The semi-trailers may have single, multi axles, or
lift-axles depending on the load's location and type acting on the chassis.
The construction of a low-bed trailer is similar to a flatbed trailer, except that the low-bed trailer has a
gooseneck to lower the trailer’s deck height. Low-bed trailers may contain one or two drops in deck
height. This construction allows the deck to be lower than any other trailer construction. Hence, it can
legally transport payloads with exceptionally large, tall, and heavy cargo. The lower deck also eliminates
the probability of interference with low bridges and easily allows equipment loading and unloading onto
the trailer. The low-bed trailer has a lower center of gravity consequently, it has excellent cornering
stability. Multi-axles are often employed to avoid overloading by achieving a uniform load distribution on
axles.
In the military, several semi-trailer configurations are used to transport tanks and launching missiles. The
missile vehicle may be self-propelled or towed by a prime mover. Transporting and launching missile
vehicles can also deal with extra-long and large missiles depending on the functional requirements. These
vehicles may carry single or multiple missiles. The missiles are usually transported parallel to the ground,
then raised into an inclined or a vertical position for launching. A robust and durable structure of these
heavy vehicles is crucial because these vehicles are commonly used for off-road travel. Lightweight, high
strength, and high torsional rigidity vehicles remain the major challenge for military vehicles.
A lightweight vehicle design has growing concerns about performance and safety in the automotive
industry. It provides minimum fuel consumption and CO emissions. Numerous analytical, numerical, and
experimental researches were performed to accomplish a lightweight semi-trailer chassis structure with
improved dynamic properties. A lightweight semi-trailer with enhanced aerodynamics has a pivotal effect
on fuel consumption, especially for Heavy Goods Vehicles (HGVs). The HGVs were tested with in-
service data vehicles, and computer simulations to calculate the aerodynamic drag and rolling resistance
[2]. Several methods offer innovative solutions to this problem. On the one hand, lightweight or composite
materials can replace conventional steel to decrease the vehicle’s weight [3-6]. On the other hand, there is
great attention to the replacement of steel with any other material despite the economic benefits of the
alternative material. Topology, size, and shape optimizations are the most pivotal solutions to design a
lightweight vehicle with high stiffness and excellent dynamic performance.
Lee et. al. [7] used an optimization design process to provide a lightweight and rigid structure. At first,
topology optimization was performed to build the main geometric profiles. Then, size and shape
optimization was utilized to achieve lightweight vehicle components. This enhancement decreased the
structural weight without affecting the static and fatigue requirements.
Jang et. al. [8] presented a new trailer design with improved bending stiffness and torsional frequency
using two-step optimization. During topology, a new box-like layout of the trailer was obtained. Then,
discrete thickness optimization approximated the plate thicknesses that resulted from the topology
optimization. These processes aimed to minimize the total mass of the trailer without losing its rigidity.
2
Compared to its original model, the final design of the optimized trailer provided a 169% increment in the
torsional frequency and 8% mass reduction.
Panganiban et. al. [9] presented a lightweight flatbed trailer frame design using a multi-stage design
optimization procedure with aid of CAE software packages. The ground beam structure-based topology
optimization method provided the optimal beam layout of the frame structure. After that, the widths,
thicknesses, and heights of the C-channel beams were optimized by size and shape optimization.
In this study, the process of designing a real case special-purpose semi-trailer is presented based on the
operating requirements. The categories of the ballistic missiles include short-range ballistic missiles
(SRBMs) with a range of under 1,000 kilometers, medium-range ballistic missiles (MRBMs) with a range
from 1,000 to 3,000 kilometers, and intermediate-range ballistic missiles (IRBMs) with a range from
3,000 to 5,500 kilometers. Any ballistic missile with a range of over 5,500 kilometers is defined as an
intercontinental ballistic missile (ICBM) [10].
The semi-trailer transports up to 40 tons payload that consists of three generic missiles with 1150 mm.
main diameter and a standard length up to 12.5 m. The semi-trailer design is accomplished by studying the
stresses and the deformations developed on the chassis structure. Then, thickness and size optimization
had been performed for the chassis frame validation.
The design and optimization process of this special-purpose semi-trailer passed through the following
main steps:
Functional requirements
Semi-trailer type selection
Load location and orientation
Preliminary calculations
CAD modelling
Meshing
Analysis
Solution
Optimization
Final design
Figure 1. The design process flow chart of the missile transporter semi-trailer
3
2. Functional requirements
The functional requirement is to design a special purpose semi-trailer chassis. The semi-trailer transports
up to 40 tons of payload that consist of three missiles. The semi-trailer transports a single type of generic
missile with a 12-ton weight. The missile length is 12585 mm. It has an 1150 mm. main diameter. Not
only has the semi-trailer moved through highway roads but also off-roads. Excellent maneuvering through
highways is essential. Due to load sensitivity, a durable and reliable semi-trailer chassis structure with
proper ground clearance is required. Minimum transmitted vibrations are a critical issue for the semi-
trailer to assure load safety. The semi-trailer design necessarily guarantees load flexibility that the semi-
trailer can carry a single, two, or three-unit load. A special design for missile supports is required to
provide missile fixation during transportation. The width of the front and rear support is from 100 to 120
mm. This width of the supports is the only contact area between the missile and the chassis structure.
3. Initial design of the semi-trailer

3.1. Design requirements
The road legislation restrains the overall semi-trailer length, width, and height to ensure the road safety
rules and semi-trailer stability. These road precautions authorize the semi-trailer maximum speed and the
weight subjected to each axle. These restrictions directly affect the performance and maneuverability of
the semi-trailer.
A lightweight missile transporter semi-trailer provides less fuel consumption and maximum load-carrying
capacity. A robust and reliable design assurances long service life, minimum maintenance, repair, and
reduces the running costs.
A design of a low-bed semi-trailer structure with proper ground clearance strongly matches the
functional requirement. It can successfully work off-road and highway roads. A minimum semi-trailer’s
weight and center of gravity height using an optimum load arrangement guarantees excellent handling and
ride characteristics. It can easily transport such a complex load shape. A chassis structure with high
strength and torsional rigidity safely sustains such concentrated loads. A proper design for supports
ensures the load fixation during transportation.
3.2. Semi-trailer structure preliminary design
The construction of the semi-trailer chassis is regarded as a ladder frame structure with a gooseneck to
lower the semi-trailer’s deck height. The chassis consists of two longitudinal members with two drops in
the deck height and multiple cross members. The cross-members majority are standard I-beam sections,
which connect the two longitudinal members to assure chassis maximum strength and stiffness. The
longitudinal members are manufactured by welding several plates to form the shape of a simple I-beam.
The beam has different cross-sections to lower the payload’s center of gravity height.
Regarding the worst-case loading conditions, the semi-trailer is capable of transporting the three missiles.
MATLAB software runs several iterations to calculate the optimum location and orientation of the three
payloads. Figure 2 shows the initial location and orientation of the three missiles. In this figure, the two
lower missiles are facing the rear end of the semi-trailer while the upper missile is facing the front end of
the semi-trailer. Figure 3 shows the optimum location and orientation of the three missiles. In this figure,
the two lower missiles are facing the front end of the semi-trailer while the upper missile is facing the rear
end of the semi-trailer. This orientation of the missiles has two main advantages. It provides a semi-trailer
structure with about 1.2 m. shorter length than the previous payload orientation on the semi-trailer. It also
reduces the required engine power of the tractor thanks to the lower normal load acting on the tractor's
rear wheels. The locations of the three missiles are calculated to establish a balanced trade-off between
the normal forces acting on the wheels of the semi-trailer and the normal load on the tractor's rear wheels.
4
The model of the semi-trailer structure has been developed using SOLIDWORKS 2020, while the static
structural analysis and optimization had been developed using SAP2000 and ANSYS Workbench 2020R1
for structural validation.
Figure 2. The initial location and orientation of the three missiles.
Figure 3. The optimum location and orientation of the three missiles
3.3. Structure design

The chassis structure is considered as a beam overhung with three supports. The kingpin is replaced with
hinged support, while the rear wheels of the semi-trailer are replaced with two roller support for
simplification. Theoretical Analysis using the basic concepts based on the strength of materials provided
an estimate of the required cross-section. Reaction forces, shear forces, and bending moments are
calculated based on the sum of the missile load and the chassis weight.
For simplification of the optimization problem, the design variables are correlated with similar beams that
build the chassis frame. Consequently, these beams are grouped together considering their dimensions and
cross-sections. The three main cross-sections of the beams utilized to form the current chassis structure are
I-section, C-section, and box-section.
The two main longitudinal beams and the front cross-members take the shape of a simple I-beam. The
cross-section of the outer longitudinal beam is C-section. The cross-section of the kingpin cross-members
and the rear cross-members is box-section. For weight reduction and the ease of manufacturability, the
two longitudinal beams are divided into three cross-sections. The structure design and the initial
dimensions of the cross-sections are illustrated in figures 4-6 and table 1.
5
Figure 4. The semi-trailer structure design.
Figure 5. The initial dimensions of the chassis cross-sections.
6
Figure 6. The chassis structure main dimensions.
Table 1. The initial parameter dimensions of the chassis cross-section.

Parameter name Parameter value
I1_W 200 mm.
I1_H 375 mm.
I1_Tf 20 mm.
I1_Tw 25 mm.
IX_H 425 mm.
I2_H 350 mm.
Box1_H 400 mm.
Box1_T 15 mm.
I3_W 200 mm.
I3_H 300 mm.
I3_Tf 20 mm.
I3_Tw 20 mm.
Box2_H 300 mm.
Box2_T 12 mm.
C1_W 100 mm.
C1_H 150 mm.
C1_T 10 mm.
I5_Tf 10 mm.
I5_Tw 10 mm.
Box3_T 10 mm.
7
Based on the functional requirements, mainly the width constraints of the front and rear supports, the
vertical loading conditions subjected to the chassis are regarded as distributed load acting on the
carrying cross member with a length of 1300 mm. In addition, the study utilizes beam elements to
simulate the chassis. According to the payload installation, figure 7 shows the layout of the vertical
loading conditions acting on the chassis taking into consideration the structural mass. These forces are
as follow:
= 48660 N. = 71340 N. = 71340 N.
= 71340 N. = 48660 N. = 48660 N.
Then, the distributed load on the chassis is calculated as mentioned below:
= = 3.74 10 / = = 5.49 10 / = = 5.49 10 /
. . .
= = 5.49 10 / = = 3.74 10 / = =
. . .
3.74 10 /
Figure 7. The vertical loading conditions acting on the full structure.
3.4. Material selection

The material selection of the semi-trailer is a pivotal factor during the design process. A material with
good weldability and machinability provides an unrestrained structure design. A material with high yield
strength and adequate tensile strength guarantees the structure’s safety and durability. The usage of St. 52-
3 as a base material satisfies all the design requirements. Table 1 shows the mechanical properties of the
selected material.
Table 2. The mechanical properties of the selected material

Commercial name St. 52-3
Density 7830 Kg/m³
Modulus of elasticity, E 217 GPa.
Shear modulus G 82 GPa.
Poisson’s ratio, ν 0.3
Tensile strength 520 MPa.
Yield strength 360 MPa.
8
4. Semi-trailer structure analysis by finite element method

4.1. Chassis modeling using beam element
Beam elements are line elements that are used to provide a one-dimensional idealization analysis of a 3-
dimensional structure. They are more computationally efficient than shells and solids. They can be used in
several industries such as bridges, building construction, etc. ANSYS software has many beam elements,
but the most commonly used ones are the BEAM 188 and the BEAM 189. They are recommended
because they apply to most beam structures. They can support a linear and a nonlinear analysis including
nonlinear collapse, plasticity, and large deformation analysis. They are easy to be used for the processing
and the post-processing phase.
This study represents an idealization of the real case, where beam elements have been used to achieve
computational efficiency. However, this has not been achieved at the expense of the accuracy of the
results. This idealization was necessary to conduct the optimization process that requires numerous
iterations. For further analysis, it is planned to conduct a 3-dimensional finite element simulation using 3-
dimensional solid elements that are computationally expensive but more accurate than the beam element.
4.2. Semi-trailer structure analysis by ANSYS software

The main longitudinal beam has three different cross-sections based on an analytical simulation as shown
in figure 5 and figure 20. Dividing the longitudinal main beam into different cross-sections is an efficient
way to minimize the total chassis weight without affecting the structural strength. The main longitudinal
beam flange thickness, width, and web thickness are the same along the beam length to eliminate the
number of the design parameters. The design of chassis structure is mainly based on the bending stresses
due to the vertical loading conditions acting on the chassis.
Figure 8. The shear force diagram for the full structure due to the vertical loading conditions
Figure 9. The bending moment diagram for the full structure due to the vertical loading conditions
9
Figure 10. The total beam deformation for the full structure due to the vertical loading conditions
Figure 11. The maximum combined stresses using ANSYS 2020 due to the vertical loading conditions
The results from the ANSYS software shows that:

x The full structure weight = 8.22 tons.
x The maximum deflection = 29.8 mm.
x The maximum bending moment = 2.47 x 10 N. m.
x The maximum combined stresses = 118 MPa.
Structure optimization is an essential stage during the design process to provide a lightweight chassis with
the required strength.
5. Structure optimization
To achieve a balanced trade-off between structural weight and rigidity while safely supporting the
payload, the finite element model was implemented to formulate an optimization problem. The
optimization objective was to minimize the chassis total weight using size and thickness optimization
subjected to a maximum combined stresses constraint up to 103 MPa. To achieve a 3.5-safety factor,
ANSYS Workbench direct optimization method can provide the optimum chassis design by computing the
responses and sensitivities. The optimization method used in this study is Design Xplorer’s Adaptive
Single-Objective Optimization (ASO) method.
10
5.1. Structure simplification and validation for optimization

Due to the time-consuming of a high accuracy computer optimization and simulations, the use of the
standard optimization techniques may be obstructed as they need to be run repeatedly several times during
optimization. Despite the recent enormous increase of computing power, the high complexity of the
simulation resists this advance strongly.
The design of the chassis structure mainly depends on minimizing the stresses generated due to the
vertical loading conditions. These vertical loads mainly affect the generated bending stresses on the
chassis. The simplified chassis is subjected to the same vertical loading conditions. Consequently, the
simplified chassis has the same bending stresses as the full chassis structure.
Due to the vertical loading conditions acting on the chassis, the loads acting on the chassis structure are
regarded as concentrated loads instead of distributed loads. Applying such concentrated loads at a point on
a single longitudinal beam is acceptable since it will lead to a more conservative estimate of both stress
and deformation.
For that reason, the optimization is performed on a single main longitudinal beam for simplicity with the
same cross-section dimensions instead of the whole chassis structure.
According to the payload installation, figure 12 shows the layout of the vertical loads acting on a single
longitudinal beam. The forces acting on a single longitudinal beam are as follows:
= = 24330 N. = = 35670 N. = = 48660 N. = = 71340 N.
Two software ANSYS and SAB 2000 are used to validate the structure under the pre-mentioned
concentrated loads. The simulation results of the main longitudinal beam taking into consideration the
beam weight are as follow:
Figure 12. The main longitudinal beam layout due to the vertical loading conditions
Figure 13. The shear force diagram using SAP2000 due to the vertical loading conditions
11
Figure 14. The shear force diagram using ANSYS 2020 due to the vertical loading conditions
Figure 15. The bending moment diagram using SAP2000 due to the vertical loading conditions
Figure 16. The bending moment diagram using ANSYS 2020 due to the vertical loading conditions
Figure 17. The total beam deformation using ANSYS 2020 due to the vertical loading conditions
12
Figure 18. The maximum combined stresses using ANSYS 2020 due to the vertical loading conditions.
The results from the SAP 2000 show an exact match with ANSYS, then:
x The full main longitudinal beam weight = 1.94 tons.
x The maximum deflection = 29 mm.
x The maximum bending moment = 2.42 x 10 N. m.
x The maximum combined stresses = 115 MPa.
From the previous results, the optimization can be accomplished with less number of parameter variables
due to the usage of a simple longitudinal main beam instead of the full chassis structure.
5.2. Structure optimization method

ASO is an adaptive gradient-based algorithm to supply a filtered global optimization result. It combines an
optimal space-filling design of experiments, mixed-integer sequential quadratic programming, and a
kriging response surface. It explores the design space to search and find the global optimum using a
minimum number of design points that are strictly necessary to build the response surface. It is limited to
continuous and manufacturable input parameters. The main reason behind selecting this method of
optimization is that the optimization of the full structure requires computationally enormous calculations
that lead to an enormous computational time [11]. ANSYS Workbench provides a toolbox package to
solve this kind of optimization problems.
The selection of this method aims to accomplish the following main benefits. First, it depends on the
automatic intelligent refinement that assures finding the global optimum. Second, it eliminates the number
of design points required for the optimization. Third, the failed design points are regarded as inequality
constraints that make it fault-tolerant [12].
In this model, 1000 design points were utilized to find ten candidate points that achieve the optimization
goal. The thicknesses, widths, and heights of the I-beam sections are optimized for chassis weight
reduction while enhancing the structural performances at the same time. The used sheet metal thicknesses
should be available in the market in large quantities for mass production. Six design variables were
employed to find the optimization solution.
A typical minimization optimization problem can be formalized as:
Minimize : ( ) = ∑
Subject to : ( ) ≤ 103 .
Where : ≤ ≤
( ) represents the objective (weight ) function and ( ) denotes the corresponding maximum
combined stresses ( ) inequality constraints with -th beam element for bending with of the design
13
variables vector. The design variables are also subjected to side constraints , . A minimum number
of design variables were selected to build the longitudinal beam of the chassis. The design variables are as
follow:
= [ I1 I1 I1 I1 IX I2 ]
The optimized vertical plate thickness of different I-beam sections are the same from the viewpoint of
weldability and manufacturability. Same thicknesses and widths of the top and bottom plates of the I-
sections can be used to reduce the number of design variables.
Based on the sheet metals availability, the design space of the design parameters is as follows:
x The widths I1_W range is from 150 up to 250 mm. with a step of 5 mm.
x The height I1_H range is from 350 up to 400 mm. with a step of 5 mm.
x The thicknesses I1_Tf and I1_Tw range is from 15 up to 25 mm. with a step of 1 mm.
x The height IX_H range is from 350 up to 450 mm. with a step of 5 mm.
x The height I2_H range is from 300 up to 400 mm. with a step of 5 mm.
5.3. The design sensitivity analysis

The response surface allows performing the design sensitivity analysis. It calculates the objective change
based on the design variables change. For a design with numerous variables, Sensitivity analysis figures
out the most pivotal design variables to reduce the optimization computational costs.
Sensitivity analysis plays an important role in two main fields. The first is design optimization, and the
second is the inverse and identification studies. While studying the inverse and identification analyses, the
error functions estimate the differences between the experimental measurements and the analytical
predicted responses. Then, the sensitivity analysis evaluates the gradients of the error functions. These
analyses are utilized to correlate the predicted and experimental responses of unknown model parameters.
In this study, the stress at any point of the chassis structure is determined based on the numerical
calculations of ANSYS Workbench. It predicts the response function. The corresponding difference in
stress due to changes in the design variables is estimated without performing a chassis reanalysis [13].
The sensitivity analysis results showed that:
x The most factors affecting the structural mass are the front cross-section width, the front cross-
section flange thickness, and the front cross-section web thickness.
x The most factors affecting the structural maximum combined stresses due to the vertical loading
conditions are the front cross-section width, the middle cross-section height, and front cross-
section flange thickness.
x The most factors affecting the structural maximum deflection are the middle cross-section height,
the front cross-section width, and the front cross-section flange thickness.
14
Figure 19. The design sensitivity analysis.

5.4. Structure optimization results
The optimization results provided a candidate point that achieves the optimization goals regarding the
design constraints. A comparison between the initial and the optimized cross-sections with a noticeable
change in dimensions is shown in figure 20. The optimized longitudinal I-beam achieved a suitable
ground clearance and a minimum center of gravity height that satisfies the customer requirements.
A comparison between the chassis mass and the maximum combined stresses for the initial and the
optimized structural designs is illustrated in figure 21.
The proposed design for the optimized longitudinal beam of the missile transporter semi-trailer structure
has a more than 12.6 % reduction in the mass and more than 10.1 % reduction in the maximum combined
stresses.
Figure 20. The optimized cross-sections of the main longitudinal beam.
15
Optimized design Initial design
MAX. COMBINED STRESSES 103

MPA. 115
1690.93
TOTAL MASS KG.
1936.13
Figure 21. A comparison between the initial and optimized designs.
6. Structure validation
For structural validation and verification, the dimensions of the newly optimized cross-section generated
from the solution of the optimization problem were utilized in the full chassis structure. All cross-sections
of the full chassis structure remained constant except those of the longitudinal beam. The maximum
combined stresses are illustrated in figure 22. It is acceptable that the maximum combined stresses of the
full chassis structure with the newly optimized cross-sections are equal to 106.5 MPa. The percentage
difference in the maximum combined stresses between these two simulations is about 3.3 %.
Figure 22. The maximum combined stresses of the chassis with the newly optimized cross-sections.
7. Conclusion
The efficient use of advanced design optimization tools improves the design of heavyweight semi-trailer
structures. In this study, a new missile transporter semi-trailer design with increased bending stiffness and
strength was successfully achieved. The static analysis of the semi-trailer structure is carried out by
ANSYS software. To achieve computational efficiency beam elements have been used that represent an
idealization of the real case situation. The goal is to minimize the structural mass by optimizing the
heights, thicknesses, and widths of the I-beams sections without losing strength by applying size and
thickness optimization. Compared to the initial model, the proposed design for the optimized longitudinal
beam of the missile transporter semi-trailer structure has a more than 12.6 % reduction in the mass and
more than 10.1 % reduction in the maximum combined stresses.
16
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17

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Design and optimization of a missile transporter semi-trailer

A M Ibrahim1, A M Ali1 and H Kamel1

Semi-trailer type selection

Load location and orientation

3. Initial design of the semi-trailer

Figure 2. The initial location and orientation of the three missiles.

Figure 3. The optimum location and orientation of the three missiles

3.3. Structure design

Figure 4. The semi-trailer structure design.

Figure 5. The initial dimensions of the chassis cross-sections.

Figure 6. The chassis structure main dimensions.

Table 1. The initial parameter dimensions of the chassis cross-section.

Figure 7. The vertical loading conditions acting on the full structure.

3.4. Material selection

Table 2. The mechanical properties of the selected material

4. Semi-trailer structure analysis by finite element method

4.2. Semi-trailer structure analysis by ANSYS software

The results from the ANSYS software shows that:

5.1. Structure simplification and validation for optimization

5.2. Structure optimization method

5.3. The design sensitivity analysis

Figure 19. The design sensitivity analysis.

Figure 20. The optimized cross-sections of the main longitudinal beam.

Optimized design Initial design

MAX. COMBINED STRESSES 103

Figure 21. A comparison between the initial and optimized designs.

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