利用Ansys对Eicher11.10底盘车架进行分析与验证外文文献翻译、中英文翻译、外文翻译

山东科技大学学士学位论文

附录

IndiaInternational Journal of Emerging Trends & Technology in Computer Science

(IJETTCS)

Web Site: Email: editor@, editorijettcs@

V

olume 2, Issue 2, March

–

April 2013ISSN 2278-6856

Analysis and validation of Eicher 11.10 chassis

frame using

Ansys

. Tushar M. Patel 1 , Dr. M. G

. Bhatt 2 and Harshad K. Patel 3

1 Research Scholar, Mewar University, Gangrar, Rajasthan, India.

2 Associate Professor, SSEC, Bhavnagar, Gujarat, India

3 ME Scholar, LDRP-ITR, Gandhinagar, Gujarat,

Abstract:

Truck chassis is the structural backbone of any vehicle. The main function of the

truck chassis is to support the components and payload placed upon it. The chassis frame

has to withstand the stresses developed as well as deformation occurs in it and that should

be within a limit.

This paper presents the study of the stress developed in chassis and

deformation of chassis frame of EICHER 11.10.

The stress and deformation has been

calculated for the chassis frame and the FE analysis has been done for the validation on the

chassis frame model. The model of the chassis has been developed in solid works 2009 and

static structural analysis has been done in ANSYS workbench.

Keywords

: FEA, Truck Chassis, Structural Analysis, Ladder Frame

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1.

INTRODUCTION

Automobile chassis usually refers to the lower body of the vehicle including the tires,

engine, frame, driveline and suspension. Out of these, the frame provides necessary support

to the vehicle components placed on it. Also the frame should be strong enough to

withstand shock, twist, vibrations and other stresses. The chassis frame consists of side

members attached with a series of cross members.

Along with the strength, an important

consideration in the chassis design is to increase the stiffness (bending and torsion)

characteristics. Adequate torsional stiffness is required to have good handling characteristics.

Normally the chassis are designed on the basis of strength and stiffness. In the conventional

design procedure the design is based on the strength and emphasis is then given to increase

the stiffness of the chassis, with very little consideration to the weight of the chassis. One

such design procedure involves the adding of structural cross member to the existing chassis

to increase its torsional stiffness. As a result weight of the chassis increases. This increase in

weight reduces the fuel efficiency and increases the cost due to extra material. The design of

the chassis with adequate stiffness and strength is necessary.

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、

LITERATURE

REVIEW

Many researchers had conducted analysis on chassis of various heavy vehicles. The

dynamic characteristics of truck chassis such as the natural frequency and mode shape were

determined using finite element method. Experimental modal analysis was carried out to

validate the FE models [2].

Vijay Patel et al. performed the static structural analysis of the

truck chassis. Structural systems of the chassis can be easily analyzed using the finite

element techniques. So a proper finite element model of the chassis has been developed.

The chassis was modeled in PRO-E. FEA was done on the modeled chassis using the

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ANSYS Workbench. The highest stress produce was 106.08 MPa by FE analysis. The

calculated maximum shear stress was 95.43 Mpa. The result of FE analysis was 10% bigger

than the result of analytical calculation. The maximum displacement of numerical

simulation result was 3.0294 mm. The result of numerical simulation was 5.92 % bigger

than the result of analytical calculation which is 2.85 mm. The difference was caused by

simplification of model and uncertainties of numerical calculation [3]. Abd Rahman et al.

investigated stress analysis on a heavy-duty truck chassis using finite element method.

Finite element result had shown that the critical point of stress occurs at opening of chassis

which was in contact to the bolt. Thus it was important to reduce stress magnitude at the

specific location. Previous FEA agree with the maximum deflection of simple beam loaded

by uniformly distributed force [4]. Ebrahimi et al. constructed a hay trailer model and its

components analysis was carried out [5]. Sane et al. performed stress analysis on a light

commercial vehicle chassis using iterative procedure for reduction of stress level at critical

locations [6]. Koszalka et al.

accomplished stress analysis on a frame of semi low loader

using FEM. Two versions of frame design were analyzed, focusing on the part of beam

where the highest stresses were located [7].

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、

FINITE ELEMENT ANALYSIS

3.1

、

Basic Concept of FEM

The finite element method (FEM) is a computational technique used to obtain approximate

solutions of boundary value problems in engineering. Simply stated, a boundary value

problem is a mathematical problem in which one or more dependent variables must satisfy a

differential equation everywhere within a known domain of independent variables and

satisfy specific conditions on the boundary of the domain.

An unsophisticated description of the FE method is that it involves cutting a structure into

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several elements (pieces of structure), describing the behavior of each element in a simple

way, then reconnecting elements at nodes as if nodes were pins or drops of glue that hold

elements together (Figure 1). This process results in a set of simultaneous algebraic

equations. In stress analysis these equation are equilibrium equations of the nodes. There

may be several hundred or several thousand such equations, which mean that computer

implementation is mandatory.

Figure 1: Discretization of model [4]

3.2

、

A General Procedure for FEA

。

There are three main steps, namely: preprocessing, solution and post processing. In

preprocessing (model definition) includes: define the geometric domain of the problem, the

element type(s) to be used, the material properties of the elements, the geometric properties

of the elements (length, area, and the like), the element connectivity (mesh the model), the

physical constraints (boundary conditions) and the loadings.

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山东科技大学学士学位论文

In solution includes: the governing algebraic equations in matrix form and computes the

unknown values of the primary field variable(s) are assembled. The computed results are

then used by back substitution to determine additional, derived variables, such as reaction

forces, element stresses and heat flow. Actually the features in this step such as matrix

manipulation, numerical integration and equation solving are carried out automatically by

commercial software.

In post processing, the analysis and evaluation of the result is conducted in this step.

Examples of operations that can be accomplished include sort element stresses in order of

magnitude, check equilibrium, calculate factors of safety, plot deformed structural shape,

animate dynamic model behavior and produce color-coded temperature plots. The large

software has a preprocessor

and postprocessor to accompany the analysis portion and the both processor can

communicate with the other large programs. Specific procedures of pre and post are

different dependent upon the program

。

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、

MODELING OF EXISTING CHASSIS

FRAME

.The model of existing chassis as per the dimension is created in solid works 2009 as

shown on Figure model is then saved in IGES format which can be directly

imported into ANSYS workbench. Figure 3 shows the imported model in ANSYS

workbench.

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山东科技大学学士学位论文

.

Figure 2: CAD model of chassis in solid works 2009

Figure 3: Geometry of chassis frame in Ansys

4.1.

Material of Model

For the frame geometry of chassis generally steel and its alloys are used. For the frame

models, variety of materials, composite materials and different kind of alloys can be used.

In the present study, ST 52 is used and its properties are as given below.

Table 1: Material properties of chassis [1]

Material

ST 52

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山东科技大学学士学位论文

Modulus of Elasticity E

2 x 105 N/mm2

Possion Ratio

0.3

Tensil

e Strength

520 N/mm2

Yield Strength

360 N/mm2

4.2. Connection Type

The connection type between the side bars, bracket and cross bar can be welded, riveted or

it can be bolted.

Normally riveted joint is used so here the riveted connection is defined in

modeling as shown in Figure 4.2

Figure 4: Connection type of chassis frame

4.3 Meshing of Chassis Frame

The meshing is done on the model with 85466 No. Of nodes and 38369 No. of Tetrahedral

elements. Figures 5 and 6 show tetrahedral element and meshing of model

。

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Figure 5: Ten node tetrahedral element

Figure 6: Meshing of chassis frame

4.4. Loading Condition of Chassis Frame

The truck chassis model is loaded by static forces from the truck body and load. For this

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model, the maximum loaded weight of truck and body is 10,000 kg. The load is assumed as

a uniform distributed obtained from the maximum loaded weight divided by the total length

of chassis frame. Detail loading of model is shown in Figure 7 and 8. The magnitude of

force on the upper side of chassis is 117720 N which is carried by two side bars so load on

one side bar is 58860 N.

Figure 7: Load on first side bar of chassis frame

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山东科技大学学士学位论文

Figure 8: Load on second side bar of chassis frame

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RESULT OF ANALYSIS

Figure 9: Flow chart for validation

The analysis done on the chassis model gives the maximum generated shear stress value

100.13 KN (figure 11). Based on static safety factor theory, the magnitude of safety factor

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山东科技大学学士学位论文

for this structure is 1.43 [4].

The formula of design stress is defined by [1]

Design Stress = Yield Stress/Factor of Safety

J. P. Vidosic recommends some value of safety factor for various condition of loading and

material of structures.

The value of 1.5 to 2 for well known materials under reasonably

environmental condition, subjected to loads and stresses that can be determined readily.

Based on this result, it is necessary to reduce the stress magnitude of critical point in order

to get the satisfy SF value of truck chassis. The truck chassis can be modified to increase the

value of SF especially at critical point area. The permissible value of shear stress for

material ST 52 is 350/3 = 116.66 Mpa (considering factor of safety is 3 for design) [8].

The generated shear stresses are less than the permissible value so the design is safe. The

shear stress and deformation are as shown in Figure 11 and 12.

Figure 10: V

on misses stress on chassis frame

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山东科技大学学士学位论文

Figure 11: Shear stress in chassis frame

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山东科技大学学士学位论文

Figure 12: Deformation of chassis frame

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、

CONCLUSION

The generated shear stresses are less than the permissible value so the design is safe. The

analysis gives maximum shear stress and total deformation which are in desired limit as

shown in table 2.

Table 2: Comparision of analysis and calculated results

This percentage variation is caused by simplification of model and uncertainties of

numerical calculation.

References

[1] PSG Design Data Book for Standard Data-M/s Kalaikathir Achchagam,

Coimbatore2004

[2]Izzuddin bin Zaman @ bujang. Study of dynamic behaviour of truck chassis. University

technology Malaysia. December 2005

[3] Vijaykumar V. Patel, “Structural analysis of a adder chassis frame,” World Journal of

Science and echnology 2012, 2(4):05-08

[4] A. Rahman, R., Tamin, M. N., Kurdi, O., 2008,“Stress Analysis of Heavy Duty Truck

Chassis using inite Element Method,” Journal Mechanical, No 26 76

-85

[5] Ebrahimi, E., Borghei, A., Almasi, M., Rabani, R

.,2010, “Design, Fabrication,

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