INDUSTRIAL INTERNSHIP REPORT

SUBMITTED TO:

SAGE UNIVERSITY, INDORE

TOWARDS THE PARTIAL FULFILMENT OF THE

DEGREE OF ENGINEERING IN MECHANICAL ENGINEERING

SUBMITTED BY: GUIDED BY:

HIMANSHU TYAGI PROF.ANAND MAHAJAN
(22ENG8MEC0003)

DEPARTMENT OF MECHANICAL ENGINEERING

INSTITUTE OF ENGINEERING & TECHNOLOGY,
INDORE (M.P)
DEC - 2023
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CERTIFICATE FROM INDUSTRY

2
 INSTITUTE OF ENGINEERING & TECHNOLOGY,
INDORE (M.P)

RECOMMENDATION

This is to certify that “HIMANSHU TYAGI” student of III year BTech. Mechanical
Engineering of this institute has completed the Industrial Internship in “VE
COMMERCIAL VEHICLES LTD” as per the scheme and has submitted a satisfactory
report on it, in the academic year 2023-24

NAME AND SIGNATURE OF EXAMINER

DATE

DEPARTMENT OF MECHANICAL ENGINEERING

3
 ACKNOWLEDGEMENT

For the success of an Industrial Internship guidance, coordination, and knowledge is the
base. I am fortunate that in the level of III year of my Degree, I got an opportunity to
undergo Internship at the “VE COMMERCIAL VEHICLES LTD”. The practical
exposure and hands-on experience gained during this period have been invaluable in
enhancing my skills and knowledge.
I am deeply indebted to the entire team at [Name of the Industry], where I completed my
Industrial Internship. I want to thank all the staff and management for their support, and
encouragement throughout my Internship. Special thanks to [MR SATISH KUMAR],
my mentor during this period, for sharing their expertise and guiding me through various
aspects of the industry. The experiences and insights gained under their supervision have
been pivotal in my growth and development.
we are sincerely thankful for the full cooperation of DR. ROOPESH TIWARI HOD of
the Mechanical Engineering Department.
we are very much thankful to the Coordinator of ANAND MAHAJAN for completing
the Internship successfully.
we are also thankful to DR. AKHILESH UPADHYAYA (Dean Faculty of
Engineering, IET) for his kind support and cooperation during the completion of this
report. we would also like to express hearty gratitude to all the staff and students who
helped me directly or indirectly to complete this project.

SUBMITTED BY
HIMANSHU TYAGI (22ENG8MEC0003)

DEPARTMENT OF MECHANICAL ENGINEERING

4
 ABSTRACT

One of the most important issues regarding cars is the type of optimal car steering
mechanism, which has been extensively researched in this field due to its importance.
In this research, the Ackerman steering mechanism for the front-axle steerable vehicle
has been investigated.
At first, the researches of the predecessors have been described with emphasis on their
strengths and weaknesses, and then a general summary has been made.
Finally, an example of this mechanism was modeled and simulated in the ARTAS SAM
software.
The shaft may be a central shaft for a rotating wheel. On wheeled vehicles, the shaft is
also fastened to the wheels, rotating with them, or fastened to its surroundings, with
the wheels rotating round the shaft. The axles serve to transmit driving torsion to the
wheel, yet on maintain the position of the wheels relative to every different and to the
vehicle body. The axles in an exceedingly system should conjointly bear the load of the
vehicle and any load. The front shaft beam is one in all the most important components
of car mechanical system. It homes the steering assembly yet. Regarding thirty five to
40percent of the overall vehicle weight is obsessed by the front shaft. Hence correct
style of the front shaft beam is very crucial. In gift analysis work style of the front shaft
of significant industrial vehicle were done. The approach during this project has been
divided into 2 steps. Within the start, front shaft was designed in Solid Work code later
the model is foreign into ANSYS for results. Within the second step, the model is allotted
with 2 completely different materials and therefore the analysis results for each the
materials square measure compared to conclude an acceptable material for a Front
shaft producing

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 TABLE OF CONTENTS

DESCRIPTION PAGE NO.

CERTIFICATE FROM INDUSTRY 2

RECOMMENDATION 3
ACKNOWLEDGMENT 4
ABSTRACT 5
TABLE OF CONTENTS 6
LIST OF FIGURES 7
LIST OF TABLES 8
INTRODUCTION 9-36
COMPANY PROFILE 37
TRAINING EXPERIENCE 38
OBSERVATIONS AND LEARNING 39
CHALLENGES AND SOLUTIONS 40
RESULTS AND ACHIEVEMENTS 41
CONCLUSION 42
REFERENCES 43

LIST OF FIGURES

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 DESCRIPTION PAGE NO.

FIGURE 1: FRONT AXLE STEERING 10

FIGURE 2: STEERING LINKAGES 16

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 LIST OF TABLES

DESCRIPTION PAGE NO.

TABLE 1: TITLE/CAPTION OF TABLE -

8
 CHAPTER 1

INTRODUCTION

In any motor cars and other four and six wheeler vehicles, steering is main component. Properly designed
steering, works well and guides the vehicle to move in correct direction. Mainly steering is linked to the front
axel with gear train mechanism. On the front axle, wheels are mounted, and with the help of steering wheel,
the driver can turn the vehicle in right, left or straight directions.

The function of steering mechanism is clearly explained in this unit. In this unit, we also elaborated on the front
axel and its types.

Principle of steering, steering geometry, steering gearbox and working of steering systems have been clearly
explained.

Objectives
After studying this unit, you should be able to

• understand about front axel and steering,

• define function of front axle and steering,
• explain the principle of steering mechanism,
• describe the linking mechanism of front axle and steering wheel, and  understand the
steering geometry.

FRONT AXLE

Front wheels of the vehicle are mounted on front axles. Functions of front axle are listed below :

(a) It supports the weight of front part of the vehicle.

(b) It facilitates steering.
(c) It absorbs shocks which are transmitted due to road surface irregularities.
(d) It absorbs torque applied on it due to braking of vehicle.

Construction and Operation

Front axle is made of I-section in the middle portion and circular or elliptical section at the ends. The
special x-section of the axle makes it able to withstand bending loads due to weight of the vehicle and
torque applied due to braking. On kind of front axle is shown in Figure 7.1 which consists of main beam,
stub axle, and swivel pin, etc. The wheels are mounted on stub axles.

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7.3 TYPES OF FRONT AXLES

There is two types of front axles : (a) Dead front axle,

and (b) Line front axle.

Dead Front Axle

Dead axles are those axles, which donet rotate. These axles have sufficient rigidity and strength to take
the weight. The ends of front axle are suitably designed to accommodate stub axles.

Line Front Axle

Line axles are used to transmit power from gear box to front wheels. Line front axles although, front
wheels. Line front axles although resemble rear axles but they are different at the ends where wheels are
mounted. Maruti-800 has line front axle.

7.4 STUB AXLE

Stub axles are connected to the front axle by king pins. Front wheels are mounted on stub axles arrangement
for steering is connected to stub axles. Stub axle turns on kind pins. King pins is fitted in the front axle beam eye
and is located and locked there by a taper cotter pin. Stub axles are of four types :

(a) Elliot
(b) Reversed elliot
(c) Lamoine
(d) Reversed lamoine

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All are differ from each other in the manner in which they are connected to the front axle. Elliot type stub axle
is shown in Figure 7.1.

7.5 STEERING

A good steering mechanism is must for a vehicle’s stability at the time of turning. Steering of four wheeler is
designed in a manner so that it will not permit lateral slip of front wheels during steering. There must be true
rolling of wheels at the time of steering. The front wheels are mounted on front axles to allow their left and
right swing for steering the vehicle. Steering is done by providing a suitable gearing and linkage between front
wheels and steering wheel. A simplified diagram of a steering system has been shown in the Figure 7.2.

7.6 ACKERMAN’S PRINCIPLE OF STEERING

Ackerman’s steering gear mechanism is based on Ackerman’s principle of steering. The mechanism consists of a
cross link BC connected to short axles AL and DM of front wheels through short arms AB and CD. These form
the bell crank levers LAB and MDC. In case of straight motion of automobile the cross-link BC remains parallel to
AD and short links AB and CD both make angle  from the horizontal axis of chasis.

Fundamental equation of steering is satisfied when the links AB and BC are proportioned suitably and angle  is
selected suitably. The condition for correct steering is :

a
cot θ  cot 
l
The angles  and  are shown in Figure 7.3(b) and distances ‘a’ and ‘l’ are shown in a
Figure 7.3(a). The value of lies between 0.4 and 0.5. It is generally taken near to
l

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average of two values, i.e. 0.455. The mechanism used for automatically adjusting the values of  and  for
correct steering is known as Ackerman’s steering gear mechanism. There are three values of angle  for correct
steering corresponding to three cases :
(a) when vehicle is running straight,
(b) when vehicle is turning to right, and (c) when vehicle is turning to left.

7.7 STEERING GEOMETRY

When a four wheeler (car) takes a turn, all its four wheels should roll without slipping laterally. This is possible
only when the axes of four wheels intersect at one point. This point is the centre about which the vehicle turns
at that instant. At this instant, rear rotate along two circles, where the centre of two circles is at ‘O’. The front
wheels have their different axes. These wheels also rotate along two other circles with same centre ‘O’. Figure
7.4 shows the steering geometry of all the four wheels of the vehicle. For correct steering, the centre of the
wheels of the rear axles and centre of front wheels must coincide.

7.8 CAMBER ANGLE

Camber angle is the angle between the vertical line and centre line of the tyre when viewed from the front of
the vehicle. Camber angle is positive when this is outward. This happens when wheels are further apart at top
than at bottom. On the contrary, camber angle is negative when angle is inward. This happens when wheels are
further apart at bottom than at top. The camber, should not be more than 2o, because this causes uneven or
more tyre wear on one side than on other side.

The front wheels are usually fitted with positive camber angle. This is done to prevent tilting of top of wheels
inward due to excessive load or play in the king pin and wheel bearing. The load brings the wheels to vertical
position.

Excessive camber is not good because it prevents proper wheel contact with the road. Unequal camber causes
the vehicle in that direction in which camber is more. This disturbs the directional stability. Camber angle is
shown in Figure 7.5.

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7.9 KING PIN INCLINATION

It is the angle between king pin centre line and vertical line when seen from the front of the vehicle. It is also
called steering axle inclination. King pin inclination and caster are used to improve directional stability in cars.
Because of these provisions wheels tend to return to the straight ahead position after the vehicle completes
any turn (due to steering left or right). This is also used to reduce steering effort when steering a stationary
vehicle. In addition to this, it reduces tyre wear. This inclination varies from 4 to 8 o in modern cars. The king pin
inclination is shown in Figure 7.5. It should be equal on both sides, i.e. on both front wheels.

7.10 CASTER ANGLE

Caster angle is the tilt of king pin centre line towards front of back from the vertical line. It is the angle between
the vertical line and king pin centre line in the p wheel plane when looked from side. It is shown in Figure 7.6.

Caster angle is positive when top of the king pin is backward and negative when it is forward. The value of this
angle in vehicles ranges from 2 to 8o. The caster angle provides directional stability to vehicle by making wheels
to follow in the direction of movement of vehicle. The vehicle tends to roll out on turns when caster angle of
both front wheels is positive. But it tends to back or lean in on turns when caster angles are negative. Positive
caster angle increases the steering effort and tends to keep the wheels straight. Negative caster is provided in
heavy duty vehicles to reduce steering effort.

7.11 TOE-IN AND TOE-OUT

The front wheels are slightly turned in at front side such that the distance between wheels at front (A) is little
less than the distance at back (B), when seen from top. This difference in distance is called to-in. It is shown in
Figure 7.7. The distance B is greater than A by 3 to 5 mm.

Purpose of Toe-in
(a) To ensure that wheels are rolling parallel.
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 (b) To stabilize steering and prevent slipping towards sides.
(c) To prevent excessive tyre wear.
(d) To offset the effect of small deflections in the wheel support system.
The wheels are set with to-in but they move parallel when car moves forward.

The difference in the angles between the two front wheels and frame of the car during turns is called toe-
out. While taking the turn, the inside wheel makes larger angle than outer wheel to satisfy the condition of
correct steering. The toe-out is shown in Figure 7.8.

At turns, inner wheels makes an angle  which is more than angle  of outer wheel. Toe-out is set by
maintaining proper relation between the steering knuckle arm, tie rods and pitman arm.

7.12 STEERING GEAR BOX

Steering gears are used to reduce the steering effort and convert rotary motion of steering wheel into straight
line motion of linkage. Thus, steering gear provides mechanical advantage also to make steering easy. Steering
gears are put inside the steering gear box. Steering gear box connects steering shaft and steering linkages.

Various types of steering gears used in different automobiles are listed below :

(a) Worm and sector type,

(b) Worm and worm wheel type,
(c) Worm and roller type,
(d) Rack and pinion type, and (e) Cam and roller type.

Worm and Sector Type Steering Gear

In a worm and sector type steering gear a worm is provided at the end of steering shaft which meshes
with a sector provided on a sector shaft. When the worm is rotated, the sector turns which moves the
linkages for steering the vehicle. The sector shaft is also called pitman arm shaft, roller shaft or cross
shaft. This is shown in Figure 7.9.

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Worm and Worm Wheel Type Steering Gear
In worm and work wheel system, square threads are provided on the worm on the steering shaft. The
worm meshes with the worm wheel which is mounted on a shaft. A drop arm is also mounted on the
same shaft as shown in Figure 7.10. The rotation of steering shaft rotates the worm and worm wheel. This
rotates drop arm by 60o to 90o. This moves the steering linkages. This type of gear box is used in tractors.

Worm and Roller Type Steering Gear

In the worm and roller steering gear, a roller with two teeth is meshes with the teeth on roller. This type
of system was popular in American passenger cars.

Rack and Pinion Steering Gear

A pinion is attached at the end of the steering shaft. A rack mashes with the pinion. The rotary movement
of the steering moves the pinion which gives motion to the rack. The movement of the rack is responsible
for turning the wheels through steering linkages.

7.13 STEERING LINKAGES

Steering linkages is connection of different links between steering gear box and front wheels. The rotation of
steering wheel is transmitted to the steering gear from which it is transferred to the front wheels for turning
them to left or right.

7.13.1 Steering Linkage for Conventional Rigid Axle Suspension

Steering linkage for a conventional rigid axle suspension has been shown in Figure 7.11. It is generally used in
cars which have rigid front axle.

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 Figure 7.11 : Steering Linkage for a Rigid Axle Suspension

The steering knuckle arm is connected to pitman arm through a drag link (link rod). The right hand track rod
arm is connected to left hand track rod arm through a track rod (or tie rod).

Working of Steering System

When steering wheel is rotated, the motion is transmitted to pitman arm through gear box. This motion is
transmitted to drag link. Drag link transfers this movement to stub axle which rotates about king pin. This
turns the right wheel. The left wheel is turned through the track rod and left hand track and arm.

7.13.2 Steering Linkage for Independent Front Suspension

If automobile is fitted with independent front suspensions then different type of steering linkages are used. In
these linkages, the ball joints are fitted between steering linkage and steering arm which facilitates
independent movement of the wheels. A simplified linkage is shown in Figure 7.12.

Figure 7.12 : Steering Linkage for Independent Front Suspension

7.14 LAYOUT OF A STEERING SYSTEM

Figure 7.13 shows a simplified layout of a steering system. A typical steering system consists of

(a) Steering wheel,

(b) Steering shaft,
(c) Steering gear box,
(d) Pitman arm,
(e) Drag link,
(f) Steering knuckle arm,
(g) Tie rod, and
(h) Track rod arm, etc.

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17
 CHAPTER 2
COMPANY PROFILE

NAME OF THE COMPANY-VE COMMERCIAL VEHICLES LIMITED ( AVOLVO AND

EICHER JOINT VENTURE)

LOCATION-INDUSTRIAL AREA ,EICHER CHOURAHA ,PITHAMPUR, DHAR- MADHYA

PRADESH-454775

PRODUCTS-

1.BUSES –EV, CNG AND DIESEL IN ALL RANGES.

2.TRUCKS – EV, CNG AND DIESEL IN ALL RANGES .

3. MOTORCYCLE -SUB BRAND OF EICHER MOTORS (ROYAL ENFIELD )

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 CHAPTER 3

TRAINING EXPERIENCE

DURATION AND PERIOD ODF TRAINING- 1 JUNE 2023 TO 30 JUNE 2023.

DEPARTMENT AND DIVISION -FRONT AXLE STEERING –PRODUCT DESIGN AND

DEVELOPMENT .

SPECIFIC PROJECTS AND TASKS ASSIGNED –WHEEL ALIGNMENT ACCURACY AND

DESIGN OF DIFFERENT PARTS

TECHNOLOGIES AND TOOL USED-3D SOFTWARE CREO AND CATIA AND DATA
MANAGEMENT SYSTEM.

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 CHAPTER 4
OBSERVATIONS AND LEARNING

Front shaft is one in all the necessary elements of auto. The Fatigue Tool in ANSYS Workbench software is used
to analyze its strength situations and fatigue life. The dangerous space of beam is decided, which provides a
certain basis for structure improvement. In addition,in view of three kinds of working condition often used, a
combined fatigue simulation of multi working conditions is carried out. The influence of different conditions on
fatigue life is studied. Finally, fatigue lifetime of front shaft containing crack is investigated to research the
impact of crack parameters like length and depth on fatigue life. Zhen Li, Muneshi Mitsuoka , Eiji Inoue ,
Takashi Okayasu, Yasumaru Hirai [2] Developed stability indicators for dynamic Phase I overturn of
conventional farm tractors with front axle pivot. Tractor overturns are serious potential hazards for operators.
While change protecting structures (ROPS) shield operators passively, greater protection can be achieved
through theoretical prediction of a potential overturn. When tyres lose the contact with ground the operator
can correct the tractors motion with effective warning. Such a loss of contact is related to the initiation of a
clinical test tractor overturn. However, it remains unclear how the initiation of tractor overturn is influenced by
certain factors. The extension is required in mathematical model of the tractor for utilization.This study was
conducted to develop stability indicators supported a additional general model for dynamic clinical test tractor
overturn. We thought of sensible tractor configurations and motion characteristics during a 3 dimensional (3D)
organisation in formulating the mathematical model. The force calculation gives the tractor stability indicators
for overturn and sideslip. A constant study was conducted exploitation Associate in Nursing example tractor.
The tractor speed and slope angle were found to have an effect on the overturning stability considerably. The
constant of most static friction was found to be the most issue causative to tractor sideslip. Ketan Vijay
Dhande1, Prashant Ulhe [3] has design and analysis of front axle of heavy commercial vehicle. torque to the
wheel, additionally on maintain the position of the wheels relative to every alternative and to the vehicle body.
The axles during a system should additionally bear the burden of the vehicle and any wares. The front shaft
beam is one in all the main elements of auto mechanical system. It houses the steering assembly as well About
thirty five to forty p.c of the whole vehicle weight is obsessed by the front shaft. Hence correct style of the front
shaft beam is extraordinarily crucial. In present research work design of the front axle for Ashok Leyland 1612
Comet heavy commercial vehicle were done. The approach in this project has been divided into two steps. In
the opening front shaft was style by analytical methodology. TO find the stresses and defelction in the beam the
specifications like payload capacity and gross weight is used. Pravin R.Ahire, Prof.K. H. Munde [4] has Design
and analysis of front axle for heavy commercial vehicle. Front axle carries the weight of front part of the
Automobile, as well as facilitates steering and absorbs shocks due to road surface variations. The front axle is
designed to transmit the weight of the Automobile front the spring to the front wheels, turning right and left as
required. So proper design of front axle beam is extremely crucial. The paper deals with design and analysis of
front axle. The same analysis with help of FE results were compared with analytical design. For which paper has
been divided in to two steps. In the first step front axle was design by analytical method. For this vehicle
specification – its gross weight, payload capacity, braking torque used for subject to matter to find the principle
stresses & deflection in the beam has been used. In the second step front axle were modelled in CAD software &
analysis in ANSYS software. K.Padma Raju, B.Jithendra Kumar [5] has Design and Analysis of a Heavy Vehicle
Front Axle. An shaft may be a central shaft for a rotating wheel. On wheeled vehicles, the axle may be fixed to
20
the wheels, rotating with them, or fixed to its surroundings, with the wheels rotating around the axle. The axles
serve to transmit driving torsion to the wheel, as well as to maintain the position of the wheels relative to each
other and to the vehicle body. The axles should be able ot bear the vehicle weight and any other cargo. In the
major parts of vehicle suspension system front axle beam plays important role. It houses the steering assembly
as well. About thirty five to 40percent of the whole vehicle weight is obsessed by the front shaft. This leads
proper design of front axle beam. In gift analysis work style of the front shaft of significant industrial vehicle
were done. The approach in this project has been divided into two steps. In the first step, front axle was
designed in CATIA V5 software later the model is imported into ANSYS for results. In the second step, the model
is assigned with two different materials and the analysis results for both the materials are compared to conclude
a suitable material for a Front axle manufacturing. S. Eswaran ,B.Dinakaran ,L.Jeevankumar ,K.P.Karthick ,
S.Karthick [6] has style and Structural Analysis Of serious Duty Vehicle Front shaft. Weight reduction plays a
very important role in automobile parts. once the load of the vehicle is reduced then the fuel consumption of
the actual vehicle are remittent. If the fuel consumption rate is magnified then the emission rate additionally
will increase. the subsequent factors that largely affects the emission from the engine includes vehicle category,
weight, driving cycle, vehicle vocation, fuel sort and vehicle

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 CHAPTER 5
CHALLENGES AND SOLUTIONS:

 1. Lack of Personalized Content One of the biggest challenges in designing and developing effective
enterprise training is the lack of personalized content. Many organizations rely on a one-size-fits-all
approach to training, and all available resources are generic in nature. ...
 2. Insufficient Time ...
 3. Limited Resources ...
 4. Lack of Employee Engagement ...
 5. Unclear Measurable Outcomes ...

1. Define the Objectives

Collaborate with the functional leaders to understand the nature of their function and the
performance gap they wish to close. This will help you define measurable training goals and objectives.
The training goals and objectives must align with the organization’s overall strategy and be specific,
measurable, achievable, relevant, and time-bound. Failure to define clear goals and objectives can lead
to a lack of focus, confusion among employees, and a lack of motivation to participate in the training
program.
2. Address the Diverse Learning Needs of Employees
Not all employees learn in the same way, and some may prefer hands-on training while others prefer
to learn through self-paced online courses. Offer a range of training methods and modalities to cater
to different needs and preferences.
3. Deliver Training Content that is Engaging and Relevant
Delivering training content that is engaging and relevant is crucial to the success of any training
program. Training content that is dry, boring, or irrelevant to an employee’s job function is unlikely to
be effective. Ensure that your training content is up-to-date, relevant to the job function, and delivered
in an engaging way to capture the attention of employees.

22
23
 CHAPTER 6
RESULTS AND ACHIEVEMENTS

 Negotiated new catering vendor contract, resulting in more vegan and allergy-friendly options
and saving the company $10K annually

 Reorganized digital filing system using PandaDoc, making the office 100% paperless and
digitizing more than 1,000 clients’ records

 Managed meeting schedules and four conference room calendars for 10+ daily meetings each

 Prepared 20+ slide PowerPoint presentations for quarterly and annual meetings, consolidating
updates from all departments across the company

 Collected and input 50+ expense reports monthly using Expensify, Quickbooks, and Excel, and
reduced average time for employee reimbursement by 14 days

24
 CHAPTER 7
CONCLUSION

Front Axle design of light truck application has been studied for different materials. Stresses of all
materials are less than material yield and ultimate tensile/compressive strength and hence it is
material are meeting static analysis acceptance limit. Axle with steel, CI and AL Alloy material
have FOS safety of 1.44 , 1.57 and 1.62 respectively. Axle life of steel is observed to be least & AL
Alloy observed life of axle highest among all material. CI gives 1st natural frequency very close to
excitation frequency and there are high chances of resonance condition to be occurring and cause
catastrophically failure of axle and hence CI material is not recommended for this axle. First
natural frequency of all Steel and AL Alloy material is higher than excitation frequency and hence
the resonance conditions will never going to achieve. Based on FEA results, we proposed material
for cost and mass optimization is AL Alloy because of below reasons;

1. Having highest factor of safety of 1.62 which is 11% higher than that of steel.
2. Fatigue life is improved by 250% than that of steel life.
3. Natural frequency also seen highest among all material and does not occur resonance
condition.
4. AL Alloy has axle weight of 21Kg which is 65% lesser than that of existing material steel of
58Kg.

25
REFERENCE

1. MinZhang, XiangfeiJi, LijunLi, ‖fatigue life of front axle beam for heavy-duty truck‖, Sciencedirect
Advances in Engineering Software, vol .91 pp.63–68, 2016

2. Zhen Li, Muneshi Mitsuoka , Eiji Inoue , Takashi Okayasu, Yasumaru Hirai,‖Development of stability
indicators for dynamic Phase I overturn of conventional farm tractors with front axle pivot,‖ in
Sciencedirect b i o s y s t ems engineering , vol.134, pp. 55-67, 2015.

3. Ketan Vijay Dhande, Prashant Ulhe , ―Design and analysis of front axle of Heavy commercial
vehicle,‖ in International Journal of Science, Technology & Management Vol.03, ISSN (online): 2394-
1537, Issue No. 12, 2014. [4] Pravin R.Ahire, Prof.K. H. Munde, ―Design and analysis of front axle for
heavy commercial vehicle,‖ in International Journal Of Engineering And Computer Science, Vol 5,
pp.17333-17337,2016.

4. K.Padma Raju, B.Jithendra Kumar, ―Design and Analysis of a Heavy Vehicle Front Axle,‖ in
International Journal & magazine of engineering technology & management & research, vol 4, pp 263-
268 , 2017

[5] 5. S. Eswaran ,B.Dinakaran ,L.Jeevankumar ,K.P.Karthick , S.Karthick, ―Design And Structural

Analysis Of Heavy Duty Vehicle Fornt Axle,‖ in International Journal of Science and Engineering
Research (IJ0SER), Vol 4, pp. 5687-5690, 2016.

[6] 6. M.Porus Purushothaman, V Jayachandran, ―Finite element analysis of front Axle frame of
heavy duty truck With CI material model.‖ In IJERTET, vol.6, pp 476-469,2013.

26