American Journal of Engineering, Technology and Society

2015; 2(6): 131-139

Published online October 13, 2015 (http://www.openscienceonline.com/journal/ajets)

Stress and Strain Analysis for a Ladder Truck

Chassis
Nagwa A. Abdel-halim*, Mohamed M. M. Abdel-hafiz
Automotive Engineering Department, Faculty of Engineering, Helwan University, Cairo, Egypt

Email address
nagwaibrahim2006@yahoo.co.uk (N. A. Abdel-halim), me_em710@yahoo.com (M. M. M. Abdel-hafiz)

To cite this article

Nagwa A. Abdel-halim, Mohamed M. M. Abdel-hafiz. Stress and Strain Analysis for a Ladder Truck Chassis. American Journal of
Engineering, Technology and Society. Vol. 2, No. 6, 2015, pp. 131-139.

Abstract
Automotive chassis is designed to support all body components (body structure, lugged, riders, engine, transmission parts,
and .etc) and is in turn supported by the front and rear wheel suspension systems. Early cars and most modern commercial
vehicles traditionally have had channel section chassis members. The chassis strength in all motion directions should be checked
to have enough chassis stiffness. The chassis stiffness is important to limit the vehicle components handily characteristics. This
article presents the stress and strain analysis for a truck chassis (ladder chassis) in a beam form. The truck chassis models
analyzed using the finite element techniques. The chassis finite element models were checked for stiffness, deflection, shear and
bending stresses, and strain by using MALAB software. The results of the checked models determine the critical location of the
truck components on its chassis. Some modifications are also suggested to reduce the truck chassis failure.

Keywords
Truck, Ladder Chassis, Finite Element Method, Finite Element Analysis, Strength of Materials, Scientific Modeling

The purpose of this work is to locate the critical point

1. Introduction
Automotive chassis must have enough stiffness because it
is one of the major body components of the vehicle. It is very
important to model the automotive chassis accurately and use
the computer facilities to increase analysis results efficiencies
of the chassis strength, strain and stiffness. In this work, the
vertical displacement, stiffness, shear and bending stress and
strain in (y) direction were calculated using Finite Element
Method (FEM). The proposed chassis models could be
broken up into a finite number of elements and then apply
Finite Element Analysis Technique (FEA) for formulate
solution functions for each finite element and combines them
to obtain a solution to the whole body [1:4].
FEM was applied on a truck chassis which is consists of
two side members each one is 10140 mm length and ten
cross members each one is 840 mm wide [5]. The half
weights of; the engine, clutch, transmission, and all body
components were located on each side member according to
their fixation places on the cross members. The Side member
divided into numbers of finite elements equaling in lengths
and ending by two nodes for each one. The truck components
weights concentrated as forces on the finite elements [1].
accurately by using finite element stress analysis. The critical
point has had the highest stress and strain which are one of
the factors that may cause the fatigue failure. To validate that;
the truck beam models stiffness, vertical displacement, shear
stress, bending stress, and strain matrices were calculated
along the truck chassis length by a made computer programs
using the MATLAB package.
2. The Ladder Truck Chassis Beam Models
The ladder truck chassis beam model (1) and model (2) used
for this study are shown in Fig1. and Fig 2. (Appendix 1).
The beam models are straight beams and have the same
uniform cross-section. Fig. 1. is shown two views; (a) truck
plane view, and (b) truck beam model (1). The truck plane
view has two sides members and ten cross members; also, it
shows the distributed load size, the places of the truck
components on the cross members, and the cross section area
which is channel sides shape with dimension 300, 90, and 7
mm [5]. The supported reactions forces for truck beam model
(1); RA, RB, RC, and RD are 32734, 27954, 18611, and 20916
Newtons respectively [6].
Fig 2. is shown two views; (a) truck plane view, and (b)
132 Nagwa A. Abdel-halim and Mohamed M. M. Abdel-hafiz:
truck beam model (2). The two beam models are for one truck
except the number of supported reactions forces. However,
model (2) has two supports simulate the front wheels axles
and one support for the tandem rear axle. The supported
reactions forces for truck model (2); RA, RB and RCD are 35353,
26175, and 38687 Newtons respectively [6].
3. The Ladder Truck Chassis Finite
Element Model [2]
For more accurate the FEA has been used to analysis the
truck chassis beams strength. The truck chassis beam models
could be broken up into five hundred elements; each element
has nearly twenty mm (20.28 mm) length and two nodes at its
edges. Then the forces and the supports reactions are pointed
on the elements. To apply (FEA); the forces and the supports
reactions should agree with the elements nodes positions.
3.1. Element Stiffness Matrix (Kij) [1:4]
Fig 3(a). (Appendix 1) shows one uniform beam element
with two nodes and two degrees of freedom at each node,
namely vertical displacement (y) and cross-section (slope)
rotation (). Fig3(b). (Appendix 1) shows the axis for a finite
element and its cross-section. The cross section is symmetric
with respect to xz plane.
The beam shape changes under the forces has been
investigated through many theorems via Euler-Bernoulli,
Castiglians first theorem, elementary beam theory, Galerkin
linear system, and Timoshenkos theory. The linear system for
Euler-Bernoulli beam has been described in equation (1 and 2)
for one element (L) as a complete element stiffness matrix
(Kij), nodal variables (displacements and rotations) vector (e),
and nodal transverse force vector (Fe).
A * [Kij] * [e] = [Fe] (1)
12 6L 12 6L V F
6L 4L 6L 2L M
12 6L 12 6L V F
(EIz/L3) = (2)
6L 2L 6L 4L M
3.2. The Global Stiffness Matrix (KNgNg) [3]
The global stiffness matrix, KNgNg, is assembled from, Kij,
four by four element stiffness matrices with components as
given by equation (3). The assembled stiffness matrix, KNgNg,
and vertical deflection, e, (for the truck chassis beams can be
carried by a straight forward modification of the algorithm
shown in flow chart1. (Appendix 2).
KNgNg = KNgNg+ Kij (3)
3.3. Shear Stress in Force Plane () [4]
Performing a force in the direction of the y axis, the
equation (4) recovers the parameters for the chassis transverse
shear stress. The shear stress () is equal vertical force (F)
over entire beam cross-section area. The assembled shear
stress matrix, NgNg, for the truck chassis beams can be carried
Stress and Strain Analysis for a Ladder Truck Chassis
by a straight forward modification of the algorithm shown in
flow chart 2. (Appendix 3).
NgNg = FNgNg/A NgNg (4)
3.4. Bending Stress in x Direction (x) [1, 7:9]
In keeping with small deflection theory, slopes are also
small, so from basic calculus, the radius of curvature of a
planar curve is given by equation (5).The normal stress in the
direction of the longitudinal axis as a result of bending is given
by equation (6). The bending moment expression is denoted
by equation (7). Combining equations (6) and (7) the normal
bending stress in x axis direction is became given by equation
(8). The assembled bending stress matrix in x axis direction,
x(NgNg), for the truck chassis beams can be carried by a
straight forward modification of the algorithm shown in flow
chart 3. (Appendix 4).
= 1/ (d2v/dx2) (5)
2 2
x = Ey(d v/dx ) (6)
2 2
M(x) = EIz (d v/dx ) (7)
x = M(x)*y/Iz = Ey (d2v/dx2) (8)
3.5. Bending Stress (y) and Strain (y) in y
Direction [1]
In this paper the plane stress assumptions are: the truck
chassis beam body is subjected to load only in the xy plane
and the material of the chassis body is linearly elastic,
isotropic, and homogeneous. The assumptions have been
given four stresses and strains situations: 1) the only nonzero
stress components are x, y, xy, 2) the stresses perpendicular
to the xy plane (z, xz, yz) are zero, 3) shear stress in xy
plane (xy) = shear stress in yz plane (yz), and 4) y= -x.
From that the stress-strain relations in y direction is given by
equation (9). The substituting situation (4) into equation (9) is
given equation (10). Referring to the simple uniaxial tension
test, the strain x in the elastic region is known as equation (11).
Equations (10) and (11) have been given equation (12).
Equation (13) is resulted from equation (9) and stresses and
strains situation (4).
y = E [(1-) y+x] /(1+)(1-2) (9)
y = E2 x/ (1+)(1-2) (10)
x= x/E (11)
y = 2 x/ (1+)(1-2) (12)
y= (1+)(1-2) y /- E (13)
4. Results and Discussions of Truck
Chassis Models [8:11]
4.1. Truck Chassis Model (1)
The chassis length/vertical forces Fig 4. (Appendix 5)
 American Journal of Engineering, Technology and Society 2015; 2(6): 131-139
indicates that there is fourteen forces through the truck chassis
beam length. Some of the forces have negative values
(supports reaction forces) and the others have positive values
(engine, chassis, transmission, etc. loads).
Fig 5. (Appendix 5) shows the chassis length versus vertical
deflection. These shows explain how the deflection has the
highest positive values at the chassis edges. The maximum
negative value of the deflection is shifted far from the
maximum load. The deflection is nearly straight in ranges
(0:2372) and (8260:10140) of chassis length, and curve in
chassis length range (2373:8259).
The shear stress/chassis beam length is shown in Fig 6.
(Appendix 5). The values of shear stress have been constant
between each two followers forces. Also, the shear stress
increases as the applied load increases and vise versa.
The axial bending stress is changed through the chassis
length as shown in Fig 7. (Appendix 5). The maximum
positive value of the axial bending stress is located at the same
possession of the chassis length as the maximum deflection.
The axial bending stress curve has big range of variation
(about 94 N/mm2).
The vertical bending stress (bending stress in y axis
direction) has the same trend as the axial bending stress as
shown in Fig 7. and Fig 8. (Appendix 5). The vertical bending
stress is too low than the axial stress. The variation in the
bending stress is about 2.5 N/mm2.
The strain is a reflection for the vertical bending stress as
shown in Fig 9. (Appendix 5). The variation range in the
vertical strain is about 2x10-5.
4.2. Truck Chassis Model (2)
Appendix (6) contents six figures as Appendix (5) belong to
chassis model (2) for the same truck. This model has three
supporting points, two for front axels wheels and the third
supporting point for the tandem rear wheels. The number of
forces is fourteen have positive values and the three supports
reaction forces have negative values as represented in Fig 10.
The deflection curve Fig 11. has nearly the same trend as Fig
5. but in the opposite direction. The deflection is nearly straight
in ranges (0:2362) and (7685:10140) of chassis length, with
negative rang (0:-51) mm and curve in chassis length range
(2362: 7685) and maximum positive deflection about 32 mm.
With changing the place of the rear axles supporting points
the effecting of the loads also changed. The shear stress trend
for model (2) has a different shape than model (1). The
difference in the shear stress graphs shape starts from nearly
3000 mm from the trucks beam to its end as shown in Fig 12.
Also, the place of the trucks supporting points effected on
the bending stresses in x and y direction, and the strain in y
direction as cleared in Fig 13., Fig 14., and Fig 15.
respectively. The axial bending stress curve for this model has
bigger range of variation than model (1). The variation range
is about (about 132 N/mm2) this means about 38 N/mm2
higher than model (1).
The vertical bending stress in y axis direction has the same
trend as the axial bending stress in x axis direction. The
vertical bending stress is too low than the axial stress. The
133
variation in the vertical bending stress is about 4 N/mm2. The
strain is a reflection for the vertical bending stress. The
variation range in the vertical strain is about 3.5x10-5.
5. Conclusion
The paper has looked into the determination of the
deflection, stiffness, axial stress, vertical shear stress, vertical
bending stress and vertical strain of the ladder truck chassis.
From the model ones results, the noticed is that the maximum
deflection occurred at the maximum stress. While the
maximum stress point is located near from the supporting
point RC although it has not the highest force. Model twos
results, appeared that the maximum deflection didnt occur at
the maximum stress. The deflection at the tandem support
point is too low although the maximum bending stress
occurred at the tandem supporting point. The variation range
for the two studying models in the vertical stress is too small
than the variation in axial stress although the applied forces in
the vertical direction only. The vertical stress has the same
trend as the axial stress trend and the strain is reflection to the
stress in his manner. The FEA gave higher accurate in stresses
and strain analysis than the conventional stresses analysis.
Nomenclature
Length of neutral surface to top of cross section
y
area (mm)
Cross section rotation or slope (mm)
L One element length (mm)
Kij Element stiffness matrix
KNgNg Global stiffness matrix
Nodal variables vector (displacements and
e
rotations) (mm)
Fe Nodal transverse force vector (N)
A Constant equal EIz/L3 (N/mm)
E Modulus of elasticity (N/mm2)
Iz Moment of inertia around z axis (mm4)
Nodal shear stress (N/mm2)
NgNg Assembled shear stress matrix
Radius of curvature of a planar curve (mm)
v Deflection curve of the neutral surface (mm)
x Axial position along the chassis length
M(x) Moment in the axial direction (N.mm)
xy Plane xy
yz Plane yz
x Bending stress in x direction
y Bending stress in y direction
z Bending stress in z direction
x Strain in x direction
y Strain in y direction
Poisons ratio
Appendix 1
Truck chassis beam model and one finite chassis element
with its cross section area.
134 Nagwa A. Abdel-halim and Mohamed M. M. Abdel-hafiz: Stress and Strain Analysis for a Ladder Truck Chassis

3(a). Beam element nodal displacements.

3(b). Element cross-section (First theorem of Castigliano)

Fig. 3. One Finite Element of Ladder Truck Chassis Beam (All dimensions by
mm).

Appendix 2
Flow chart is for the global stiffness matrix, vertical
Fig. 1. The Ladder Truck Chassis Beam Model (1) (all the Dimensions by
mm). deflection and slope.

Fig. 2. The Ladder Truck Chassis Beam Model (2) (all the Dimensions by Flow Chart 1. The Algorithm of the Global Stiffness Matrix and Vertical
mm). Deflection for the Truck Chassis Beams.
 American Journal of Engineering, Technology and Society 2015; 2(6): 131-139 135

Appendix 3
Flow chart is for shear stress in y direction.

Flow Chart 2. The Algorithm of the Global Shear Stress Matrix for the Truck Chassis Beam.

Appendix 4
Flow chart is for bending stress in x direction.

Flow Chart 3. The Algorithm of the Global bending stress Matrix in x axis for the Truck Chassis Beam
136 Nagwa A. Abdel-halim and Mohamed M. M. Abdel-hafiz: Stress and Strain Analysis for a Ladder Truck Chassis

Appendix 5
It is constraints the figures for the results of the truck chassis model one.

Fig. 4. Ladder Chassis Length versus Vertical Forces.

Fig. 5. Chassis Beam Length versus Vertical Deflection.

Fig. 6. Chassis Beam Length versus Shear Stress.

Fig. 7. Chassis Beam Length versus Axial Bending Stress.

 American Journal of Engineering, Technology and Society 2015; 2(6): 131-139 137

Fig. 8. Chassis Beam Length versus Vertical Bending Stress.

Fig. 9. Chassis Beam Length versus Vertical Strain.

Appendix 6
It is constraints the figures for the results of the truck chassis model two.

Fig. 10. Ladder Chassis Length versus Vertical Forces.

Fig. 11. Chassis Beam Length versus Vertical Deflection.

138 Nagwa A. Abdel-halim and Mohamed M. M. Abdel-hafiz: Stress and Strain Analysis for a Ladder Truck Chassis

Fig. 12. Chassis Beam Length versus Shear Stress.

Fig. 13. Chassis Beam Length versus Axial Bending Stress.

Fig. 14. Chassis Beam Length versus Vertical Bending Stress.

Fig. 15. Chassis Beam Length versus Vertical Strain

 American Journal of Engineering, Technology and Society 2015; 2(6): 131-139
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