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CHAPTER 7

CONCLUSION AND SCOPE FOR FUTURE WORKS

7.1 FINITE ELEMENT SIMULATION OF CHASSIS DESIGN

1. Complete study were made about chassis design, analysis of

chassis, existing data and compotator modal.

2. 3D finite models of chassis to simulate static structural FE

analysis were developed.

3. FE meshed model were developed for getting accurate results.

4. The stress concentrated areas were evaluated through the finite

element analysis. From the analysis, it was found that the
stress concentration areas were distributed at the rear rail
structure and horse collar portion of the chassis.

7.2 RE-DESIGN AND CHASSIS ANALYSIS OF LOCALIZED

SYSTEM

Finite element analysis of a truck chassis was carried out. The

analysis showed that increasing the thickness of the rail box section of the
chassis. It can reduce stresses and increase the strength of the chassis. Based
on the calculation to increase the thickness of the plate and plates only in the
joint area can also increase side member thickness. Therefore, excessive
weight of the chassis frame is prevented. In this case, changing the thickness
of the box section using the local plates seems to be suitable.
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In both cases, stresses in the connection plate rise slightly.

Increasing the connection plate thickness can reduce stresses in the
connection plate. When the length of the connection plate is increased,
stresses in both side member and connection plate decrease. If the change of
an optimum connection plate thickness seems to be practical solutions for
decreasing the stress values.

1. Design calculation has been made and incorporated with the

chassis.

2. Studied field failure data and found results from the localized
system analysis.

3. Determined the von misses stress and maximum principal

stress on the chassis. The values were with in the standard and
recommended limit.

Failure of longitudinal stringer of vehicle was reported. Plastic

deformation and cracks were observed during durability tests of prototype
vehicle. Stress analysis was performed using finite element method.
Reinforced models were proposed and a combination of high strength and
production costs were the reason of the choice of the best solution. The finite
element analysis model has lead to a reduction of physical and expensive
tests. Compression tests were performed to compare with numerical results.
Vehicles were produced with the increased width and thickness of the plate
and thus failures were reduced.
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7.3 EXPERIMENTAL DETERMINATION OF STRESSES BY

FATIGUE TEST METHOD

The maximum principal stresses occurred at the location of rear rail

structure and horse collar portion of the chassis.

The measured stress distribution values are similar trend with the
calculated and FE analysis results.

All the stresses and fatigue life were under the welding line (S – N
curve) of Goodman diagram so that the chassis satisfied the factor of safety.

Finite element analysis and tests can effectively solve the static
analysis fatigue life of chassis.

From the fatigue life analysis process of chassis, the following

conclusions can be drawn:

1. The multi body dynamic analysis provides effective load

conditions for static stress analysis and fatigue life analysis
of frame.

2. According to the comparison of simulated stress and tested

stress, the validity of finite element model is completely
ensured.

3. Based on the finite element analysis, the fatigue life of the

whole chassis is obtained and the positions at rear rail
structure horse collar of the chassis are mainly reducing the
stress and increase the fatigue life of the chassis.
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Existing fatigue failure of a truck chassis was investigated by using

finite element analysis. In this analysis, in which the vertical load applied on
the chassis and simulated, stress concentrated regions were predicted at the
horse collar area. The regions in which the fatigue cracks originated were
well-matched with the results of the analysis. By using FE analysis the
location of the failure can be predicted. Critical regions determined are
subject to a combined steady and cyclic tensile stress. The crack causing
fracture is initiated at the stress concentrated regions of the chassis. Although,
the chassis prototype satisfies the static endurance condition for the maximum
vertical load. Analyses showed that premature fatigue failure can occur prior
to the predicted 3.5 million maximum cycles limit and this load is applied in a
cyclic manner. FE analyses also enable to provide an estimation of the
number of cycles before fatigue failure initiation. Redesigning and increasing
thickness of the plate to obtain a longer fatigue life of the chassis, which can
satisfy minimum design criteria.

It is necessary to use the detailed model of the structure for analysis

of the vehicle chassis. It becomes even more necessary, when the center of
gravity of the vehicle is towards CG point of the chassis. The finite element
model has been tested to the experimental results available for some of the
cases. The same finite element model can be used for the fatigue analysis of
the chassis; the adequate data is available on the repetitions of the loads
creating stresses on the chassis above the endurance limit of the chassis.

7.4 MAJOR RESULTS FROM THE DESIGN AND ANALYSIS

With the constraints used in this study, the level of chassis torsional
stiffness is sufficient to ensure that chassis strength and stiffness between
sprung and unstrung masses is almost entirely depends on the suspension.
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As conclusion, this research work has achieved its core objective

like fatigue life and safety factor by the approach of strain life. The
experimental data were used to validate a finite element model representing
the chassis structure. The results indicate that the FE model shows nearer to
the experimental model for both static stress distribution and fatigue life of
the chassis.

The overall bending and torsion strength was significantly

improved. The total deflection also reduced by 10%. There were 3.5 million
cycles run for the chassis fatigue test. It was shown that the combination of
increasing the plate thickness, width of the chassis box section and center
cross member gave optimum results in terms of chassis fatigue life, deflection
and strength.

7.4 SCOPE FOR FUTURE WORKS

There is a high scope for further research in chassis simulation to

solve vibration, frequency response and mode shape analysis related
problems.

Useful future work would be to determine torsional stiffness of the

chassis including the suspension, modeling infinite springs and loading
differentially through the wheel hubs instead of at the chassis spring mounts.
Other useful measures are to be determining camber and toe response to a
lateral force at the ground contact point.

This chassis structure should be further analyzed and improved on

the overall performance especially on structural dynamic behavior and quality
auditing for better refinement. Based on these factors, the overall
recommendation is to study the structural analysis and should be covered on
the overall truck system and after that focus on the specific area such as
chassis. This analysis will help to make full body refinement and
improvement because it can be related to actual running condition.