Uog Material For Electrical and Computer Eng.

ACKNOWLEDGEMENTS
We are grateful and we would like to express our sincere gratitude to our supervisors Ato Mewael
Gebrehiwet and Ato Moges Samuel for providing this interesting and exciting topic and then
providing their guidance, assistance and encouragement throughout the duration of the project. We
appreciate their consistent support from the first day we applied to graduate program to these
concluding moments.
Sincere thanks to all staff of the Mechanical Engineering Department, who helped us in many ways
and providing equipment and information sources that assisted our studies and projects.
Special thanks to our mechanic Ato Mulu for his supporting idea and completed our manufacturing
process.
To all our friends and classmates, thanks for the comments and suggestions given which is crucial for
the successful completion of this project.
Special thanks to our lovely parents for their support, love, dream and sacrifice throughout our life.
We would like to appreciate their devotion, support and faith in our ability to attain our goals.
I
Reverse Engineering On Chassis For Tri Wheel Vehicle
ABSTRACT
The objective of this thesis is reverse engineering on the chassis of three wheel vehicle (Bajaj). A
timeframe of one semester was given to complete the design and manufacturing of the project. The
design process had been broken down into three phases of goals to accomplish: The research
(literature reviews), design and manufacturing. The final product and the report, a 3-dimensional
mode of this project was carried out by using CATIA software. The parameters checked in the
analysis are the displacement of the chassis structure when load applied and the weight of the chassis
in static and dynamic conditions. Specifications of materials selection become a priority in order to
construct the new chassis which can replace the ordinary design. The best design was then identified
based on the analysis determined from CATIA technique. The specifications of the best design are
the design which is good strength, manufactured from local material and has a minimum deflection of
the structure when subjected on the load. The design of the final chassis design was done by using
CATIA software which is suitable for making the 3D model of the Bajaj (tri wheel vehicle). The
three main goals, research, design and manufacturing were met successfully in the allotted of time.
By-Berihu Girmay & Mehari Alema Page II

Lists of Figures
Figure 1. 1 The Tvs King ................................................................................................................... - 4 -
Figure 1. 2 Piaggio Ape .................................................................................................................... - 5 -
Figure 1. 3 Bajaj ................................................................................................................................ - 6 -
Figure 1. 4 Ladder Frame Chassis ..................................................................................................... - 8 -
Figure 1. 5 Twin Tube Chassis .......................................................................................................... - 8 -
Figure 1. 6 Four Tube Chassisbackbone ............................................................................................ - 9 -
Figure 1. 7 Backbone Chassis .......................................................................................................... - 10 -
Figure 1. 8 Spaceframe .................................................................................................................... - 11 -
Figure 1. 9 Monocoque Chassis ....................................................................................................... - 12 -
Figure 1. 10 Measuring The Current Chassis .................................................................................. - 15 -
Figure 1. 11 Leveling The Current Chassis ..................................................................................... - 16 -
Figure 1. 12 Solid Model Of Chassis Of Tri Wheel Vehicle ........................................................... - 16 -
Figure 2. 1 Catia Model Passenger Support..................................................................................... - 23 -
Figure 2. 2 Overview Meshed Passenger Support ........................................................................... - 24 -
Figure 2. 3 Passengers Support Thicknesses ................................................................................... - 24 -
Figure 2. 4 Passengers Support Constraints ..................................................................................... - 25 -
Figure 2. 5 Disturbed Loads On The Passengers Support Plate ...................................................... - 25 -
Figure 2. 6 Plate Top Von Mises Stress Of Passenger Support (N/M^2) ........................................ - 26 -
Figure 2. 7 Plate Translational Displacement Of Passenger Support .............................................. - 26 -
Figure 2. 8 Former And Modified Main Frame ............................................................................... - 27 -
Figure 2. 9 Catia Model Main Frame............................................................................................... - 27 -
Figure 2. 10 Overview Mesh Of Main Frame.................................................................................. - 28 -
Figure 2. 11 Main Frame Constraints .............................................................................................. - 28 -
Figure 2. 12 Distributed Load In The Main Frameplate Thickness ................................................. - 29 -
Figure 2. 13 Main Frame Thickness ................................................................................................ - 29 -
Figure 2. 14 Plate Von Mises Stress Of Main Frame Of Chassis (N/M^2) ..................................... - 30 -
Figure 2. 15 Plate Translational Displacement Of Main Frame Of Chassis (Mm) ......................... - 30 -
Figure 2. 16 The Automobile Is Simply Modeled As A Single Degree Of Freedom Model. ......... - 31 -
Figure 2. 17 Displacement Transmissibility .................................................................................. - 32 -
By-Berihu Girmay & Mehari Alema Page III

Figure 2. 18 Force Transmissibility ................................................................................................. - 32 -

Figure 2. 19 Plate Von Mises Stress Of Main Frame Of Chassis (N/M^2) ..................................... - 33 -
Figure 2. 20 Plate Translational Displacement Of Main Frame Of Chassis (Mm) ......................... - 34 -
Figure 2. 21 I-Cross Section Of The Main Frame ........................................................................... - 34 -
Figure 2. 22 Welded Main Frame Of Chassis.................................................................................. - 36 -
Figure 2. 23 Long Fillet Weld Subject To Shear Stress .................................................................. - 36 -
Figure 2. 24 Centre Of Gravity Position The Tri Wheel Vehicle .................................................... - 38 -
Figure 3. 1 Tracing Of Different Part Of The Twv Chassis. ........................................................... - 41 -
Figure 3. 2 Tracing Of Sheet Metal ................................................................................................ - 58 -
Figure 3. 3 Sheet Metal Cutting Process .......................................................................................... - 58 -
Figure 3. 4 Bending Of Sheet Metal ............................................................................................... - 59 -
Figure 3. 5 Drilling Of Sheet Metal ................................................................................................. - 59 -
Figure 3. 6 Grinding Of Sheet Metal .............................................................................................. - 60 -
Figure 3. 7 Welding Of Sheet Metal ................................................................................................ - 60 -
Figure 3. 8 Assembling Of The Whole Parts .................................................................................. - 61 -
Figure 3. 9 Drawing No.11c Assembly Positioning ........................................................................ - 61 -
Figure 3. 10 Drawing No.11 Assembly Positioning ........................................................................ - 62 -
Figure 3. 11 Drawing No.11b Assembly Positioning ...................................................................... - 62 -
Figure 3. 12 Drawing No. 2assembly Positioning ........................................................................... - 63 -
Figure 3. 13 Drawing No. 3 Assembly Positioning ......................................................................... - 63 -
Figure 3. 14 Drawing No.4 Assembly Positioning .......................................................................... - 64 -
Figure 3. 21 Drawing No.13b Assembly Positioning ...................................................................... - 67 -
Figure 3. 22 Drawing No.13c Assembly Positioning ...................................................................... - 68 -
By-Berihu Girmay & Mehari Alema Page IV

Lists of Tables
Table 3. 1 Manufacturing Process Analysis..................................................................................... - 40 -
Table 3. 2 Manufacturing Process Analysis..................................................................................... - 40 -
Table 3. 3 Manufacturing Process Description Sheet Of Part 1...................................................... - 42 -
Table 3. 4 Manufacturing Process Description Sheet Of Part 2....................................................... - 43 -
Table 3. 9 Manufacturing Process Description Sheet Of Part 8....................................................... - 48 -
Table 3. 10 Manufacturing Process Description Sheet Of Part 9.................................................... - 49 -
Table 3. 11 Manufacturing Process Description Sheet Of Part 10 .................................................. - 50 -
Table 3. 12 Manufacturing Process Description Sheet Of Part 11.................................................. - 51 -
Table 3. 13 Manufacturing Process Description Sheet Of Part 11 B .............................................. - 52 -
Table 3. 14 Manufacturing Process Description Sheet Of Part 11c ................................................ - 53 -
Table 3. 15 Manufacturing Process Description Sheet Of Part 12.................................................. - 54 -
Table 3. 16 Manufacturing Process Description Sheet Of Part 13 .................................................. - 55 -
Table 3. 17 Manufacturing Process Description Sheet Of Part 13b ................................................ - 56 -
Table 3. 18 Manufacturing Process Description Sheet Of Part 13c ................................................ - 57 -
Table 3. 19 Cost Analysis Of The Twv Chassis. ................................................................................. - 71 -
Table 3. 20 Cost Analysis Of The Twv Chassis. ................................................................................ - 71 -
Table 3. 21 Production Cost ............................................................................................................. - 72 -
By-Berihu Girmay & Mehari Alema Page V

Table of content
ACKNOWLEDGEMENTS .................................................................................................................................................... I
ABSTRACT .......................................................................................................................................................................... II
Lists of Figures..................................................................................................................................................................... III
Lists of Tables ....................................................................................................................................................................... V
CHAPTER - ONE ............................................................................................................................................................. - 1 -
1.1 INTRODUCTION .................................................................................................................................................. - 1 -
1.2 LITERATURE REVIEW ....................................................................................................................................... - 2 -
1.2 .1 Reverse Engineering ...................................................................................................................................... - 2 -
1.2.1 Auto Rickshaws .............................................................................................................................................. - 3 -
1.2.2 Chassis ............................................................................................................................................................ - 7 -
1.3. PROBLEM STATEMENT ................................................................................................................................. - 13 -
1.4. OBJECTIVE OF THIS PROJECT ...................................................................................................................... - 14 -
1.4.1General Objective .......................................................................................................................................... - 14 -
1.4.2 Specific Project Objective ............................................................................................................................ - 14 -
1.5. PROJECT METHODOLOGY ............................................................................................................................ - 15 -
CHAPTER TWO ............................................................................................................................................................ - 18 -
DESIGN ANALYSIS................................................................................................................................................. - 18 -
2.1. Specification of requirements ......................................................................................................................... - 18 -
2.2. MATLAB calculations ................................................................................................................................... - 19 -
2.3. CATIA Model of a Vehicle Chassis ............................................................................................................... - 21 -
2.3 Analytical Verification .................................................................................................................................... - 34 -
2.4 Weld Design .................................................................................................................................................... - 35 -
2.5 Stability of Chassis .......................................................................................................................................... - 37 -
CHAPTER 3 ................................................................................................................................................................... - 39 -
MANUFACTURING AND ASSEMBLING PROCEDURE .................................................................................... - 39 -
3.1 Manufacturing Procedure ................................................................................................................................ - 39 -
3.2 ASSEMBLING PROCEDURE ....................................................................................................................... - 61 -
3.3 cost analysis ..................................................................................................................................................... - 69 -
Conclusion ...................................................................................................................................................................... - 73 -
Recommendation ............................................................................................................................................................ - 74 -
APPENDIX ..................................................................................................................................................................... - 75 -
Detail drawing ............................................................................................................................................................ - 76 -
ASSEMBLING DRAWING ...................................................................................................................................... - 96 -
MATLAB script ....................................................................................................................................................... - 100 -
Tables ....................................................................................................................................................................... - 105 -
CATIA ANALYSIS ................................................................................................................................................. - 108 -
Reference ...................................................................................................................................................................... - 109 -
By-Berihu Girmay & Mehari Alema Page VI

CHAPTER - ONE
1.1 INTRODUCTION
As we see currently there are a number of Bajaj vehicle which are imported from abroad by high
foreign currency. The cost Bajaj before about 4 years ago was 17,000 hence in recent years along
with the economy crisis the cost is about 75,0000.eventhough the cost is increasing dramatically the
demand is also shooting because of short of transportation created by the economy positive impact.
Most of the parts, body, body, system and structure of tri wheel (especially TAGRO Bajaj which is
common around) come from its origin in almost assembled manner almost nothing is done in our
country which led us for investing a huge amount of foreign currency for initial investment and
spares.
As we know all the Ethiopian economy is mainly supported by agriculture which will be hand over to
industrialization in the coming few years. To support this governmental strategy the number of small
scale industries and material suppliers is becoming more and more and the transformation process to
medium and large scale industries is also happening. The availability of these industries will help us
to realize our dream and in other angle the capacity of the industries will be strong and job
opportunity will be created to the citizen.
If we see the structure, the system and spares of the available tri wheel vehicles around it is relatively
simple when we compare with the recent model vehicles since they don’t have complicated system
and design but it costs a lot. The door of these tri wheel vehicles, maintenance and some
modifications of body structured are made in very small shops and garages. This shows us without
organized system the demand leads for the market to re engineer some parts to come up the
cooptation, but after the completion of this research the way of re engineering will be organized and
we will classify parts that have a potential to be manufactured home and abroad and we will try to
extract the potential of the available industries The parts in three wheel car has simple and easily
manufactured even the motor since same Bajaj are made from a very simple piston (single piston).
This simplicity encourages manufacturing this tree wheel car and their parts by considerable
engineering sophistication.
-1-
At the end, re engineering rather than innovating gets a high emphasis by our governmental strategy
and policy so the realization of this research will be a corner stone and basement to customize other
technologies and system as well our dream will be true.
1.2 LITERATURE REVIEW

1.2 .1 Reverse Engineering
Engineering is the profession involved in designing, manufacturing, constructing, and maintaining of
products, systems, and structures. At a higher level, there are two types of engineering: forward
engineering and reverse engineering.
Forward engineering is the traditional process of moving from high-level abstractions and logical
designs to the physical implementation of a system. In some situations, there may be a physical part
without any technical details, such as drawings, bills-of-material, or without engineering data, such as
thermal and electrical properties.
The process of duplicating an existing component, subassembly, or product, without the aid of
drawings, documentation, or computer model is known as reverse engineering.
Reverse engineering can be view as the process of analyzing a system to:
1. Identify the system's components and their interrelationships

2. Create representations of the system in another form or a higher level of abstraction
3. Create the physical representation of that system
According to A Methodology for Reverse Engineering, reverse engineering consists of the following
steps:
 Observe and assess the mechanisms that make the device work.
 Analyze and study the inner workings of a mechanical device.
 Compare the actual device to your observations and suggest improvement.
Reverse engineering is very common in such diverse fields as, automotive, mechanical designs. For
example, when a new machine comes to market, competing manufacturers may buy one machine and
disassemble it to learn how it is built and how it works.
By-Berihu Girmay & Mehari Alema Page - 2 -

Following are reasons for reverse engineering a part or product:

1. The original manufacturer of a product no longer produces a product
2. There is inadequate documentation of the original design
3. The original manufacturer no longer exists, but a customer needs the product
4. The original design documentation has been lost or never existed
5. Some bad features of a product need to be design out. For example, excessive wear might
indicate where a product should be improved
6. To strengthen the good features of a product based on long-term usage of the product
7. To analyze the good and bad features of competitors' product
8. To explore new avenues to improve product performance and features
9. To gain competitive benchmarking methods to understand competitor's products and develop
better products
10. The original CAD model is not sufficient to support modifications or current manufacturing
methods
11. The original supplier is unable or unwilling to provide additional parts
12. The original equipment manufacturers are either unwilling or unable to supply replacement
parts, or demand inflated costs for sole-source parts
13. To update obsolete materials or antiquated manufacturing processes with more current, less-
expensive technologies
Reverse engineering enables the duplication of an existing part by capturing the component's physical
dimensions, features, and material properties.
The following are reasons for reverse engineering taking on the TWV chassis
1. There is inadequate documentation of the original design

2. To manufacturing in local area with less cost than the original
1.2.1 Auto Rickshaws

A auto rickshaws is a vehicle with three wheels, either "human or people-powered vehicles" or
motorized vehicles in the form of a motorcycle, all-terrain vehicle or automobile. They can be legally
class as either automobiles or motorcycles.

Many three-wheelers that exist in the form of motorcycle-based machines are often called trikes and
often have the front single wheel and mechanics similar to that of a motorcycle and the rear axle
similar to that of a car. Often such vehicles are owner-constructed using a portion of a rear-engine,
rear-drive in combination with a motorcycle front end. Three-wheeled automobiles can have either
one wheel at the back and two at the front, or one wheel at the front and two at the back .chassis is
one part of the three-wheel vehicle which is one part of our project.
Some common auto rickshaws on the market are;
 TVS King
 Piaggio Ape
 Bajaj
 Mahindra & Mahindra
 Tuk Tuk Forwarder Co., Ltd
 Monika Motors
A.TVS King
The first auto rickshaw developed by TVS Motor was named TVS King and was introduced in 2008;
it was the first auto rickshaw model in India with a four stroke 200 cc engine. The TVS King uses
trailing link as front suspension and individual trailing arms as rear suspension and it has got constant
rate coil springs with co-axial hydraulic dampers. [10]
Figure 1. 1 the TVS King [11]

B. Piaggio Ape
The first “auto rickshaw” was produced in 1948 by the Italian company Piaggio & C. SpA. The
model was named Ape and they are produced in three different types; van, pick-up and rickshaw.
Figure 2 shows the Piaggio Ape Callessino which is one of many versions. It has got a semi-
monocoque frame and a steel body in the front that fits either one or two peoples, while the rear is
built as a single load-bearing chassis in sheet metal. [12]
The rear suspension consists of trailing arms, spring coils and shock absorbers and in the front there
is a leading link suspension [12].
Figure 1. 2 Piaggio Ape [13]
C.Bajaj
Bajaj Auto is the fourth largest manufacturer of two- and three-wheelers in the world and the largest
three wheel producer in India which makes them a rival to TVS. The Bajaj auto rickshaws are very
common on the Indian market. One common version is the Bajaj RE which is shown in Figure 1.3.
[14] The first rickshaw built by Bajaj was licensed under Piaggio/Vespa and appeared on the market
1950. They used same mechanics as the Piaggio Ape but changed its appearance and even introduced
a taxi version which Piaggio Ape did not have. [14]
This means that they still used the trailing arms together with shock absorbers and springs as rear
suspension and leading link as front suspension.[14]

Figure 1. 3 Bajaj [15]
D .Mahindra & Mahindra

Mahindra & Mahindra is a company that doesn´t just aim for the commercialized vehicle but also to
personal vehicle such as SUV: s, tractors, two-wheelers etc. The company was started in 1945 and is
an underlying company of Mahindra group. [16]
The first three-wheeler to reach the market was the Alfa which was introduced in 2008. The Alfa is
equipped with leading link, coil spring and hydraulic shock absorber as the front suspension. The rear
suspension consists of independent trailing arms together with hydraulic shock absorbers and rubber
springs. [17]
E.Tuk Tuk Forwarder Co., Ltd
This company is only aimed on rickshaws and was founded in 1993. They did not start their
production until 1996 where they had a yearly capacity of 12.000 units. In 1994 the first two
electrical Tuk Tuks were produced. [18]
Suspension wise this company goes in another direction than the rest as they use leaf springs and
double shock absorbers together with a rigid axle for the rear suspension. In the front they use a
telescopic fork with coil springs and dual shock absorbers. [18]
F.Monika Motors
Second largest company that specializes on auto rickshaws in Thailand, it’s a part of the B.Grimm
concern and was founded in 1883. First auto rickshaw came into production in 1960 and was named
Monika L5. The L5 uses the same suspension combination as Tuk Tuk Forwarders auto rickshaws,
i.e. a dual telescopic fork and a rigid rear axle with leaf springs. [19]

1.2.2 Chassis
Chassis is as a framework to support the body, engine and other parts which make up the vehicle. It
usually includes a pair of longitudinally extending channels and multiple transverse cross members
that intersect the channels. The transverse members have a reduced cross section in order to allow for
a longitudinally extending storage space.
In a modern vehicle, chassis is expected to fulfill the following functions:
 Provide mounting points for the suspensions, the steering mechanism, the engine and
gearbox, the final drive, the fuel tank and the seating for the occupants;
 Provide rigidity for accurate handling;
 Protect the occupants against external impact
While fulfilling these functions, the chassis should be light enough to reduce inertia and offer
satisfactory performance. It should also be tough enough to resist fatigue loads that are produced due
to the interaction between the driver, the engine and power transmission and the road, finally the
safety of the chassis is a major aspect in the design, and should be considered through all stages.
I. Ladder frame
A ladder frame is the simplest and oldest frame used in modern vehicle construction. It was originally
adapted from “horse and buggy” style carriages as it provided sufficient strength for holding the
weight of the components .Larger beams could be used if there were higher weight capacity required.
The engine of the vehicle using this ladder frame is placed in the front or sometimes in the rear and
supported at suspensions points. Their constructions consist 8 of two longitudinal rails interconnected
by many lateral/cross braces, typically made from round or rectangular tubing or channel. The
longitude members are the main stress member. They deal with the load and also the longitudinal
forces caused by acceleration and braking. It can use straight or curved members. The lateral and
cross members provide rigidity to the structure because it provides resistance to lateral forces and
further increase torsion rigidity. Body mounts are usually integral outriggers from the main rails, and
suspension points can be well or poorly integrated into the basic design. Most SUV’s are still use
ladder a typical ladder frame is shown below in Fig. 1.4.

Figure 1. 4 ladder frame chassis
II. Twin tube

The ladder frame chassis became obsolete in the mid 1930’s with the advent of all-round independent
suspension, pioneered by Mercedes Benz and Auto Union. The suspension was unable to operate
effectively due to the lack of torsion stiffness. The ladder frame was modified to overcome these
failings by making the side rails deeper and boxing them. A closed section has approximately one
thousand times the torsion stiffness of an open section. Mercedes initially chose rectangular section,
later switching to oval section, which has high torsion stiffness and high bending stiffness due to
increased section depth, while Auto Union used tubular section. The original Mercedes design was
further improved by mounting the cross members through the side rails and welding on both sides.
The efficiency of twin tube chassis’ is usually low due to the weight of the large tubes. A typical
twin-tube chassis is shown in Figure 1.5.
Figure 1. 5 Twin tube chassis

III. Four tube

As designers sought to improve the bending stiffness of a chassis, the twin tube chassis evolved into
the four tube chassis. The original twin tube design was modified by adding two more longitudinal
tubes that ran from the front of the car, around the cockpit opening and on to the rear of the car. The
top and bottom side rails are connected by vertical or diagonal members, essentially creating a very
deep side rail and thus improving the bending characteristics. The two sides are joined by a series of
bulkheads, normally located at the front, foot wells, dash area, seatback, and rear of the chassis.
A significant increase in bending stiffness was realized but there is little increase in the torsional
stiffness due to the lack of triangulation causing lozenging of the bays.
Figure 1. 6 Four tube chassis Backbone

A backbone chassis is the simplest structure design. It consists of a sturdy tubular backbone that
joints the front and rear axle. These chassis is fully enclosed to be rigid structure and handle all loads.
It should be noted that the backbone chassis can be built through many types of construction. The
space within 7 the structure is used to place the driveshaft in case of front-engine, rear-wheel drive
layout. Further, the drive train, engine and suspensions are all connected to each of the ends of the
chassis. The body is built on the backbone usually made of glass-fiber. Almost rear wheel drive and
front engine vehicles use backbone chassis. Figure below shows the backbone chassis type.

Figure 1. 7 backbone chassis
IV. Spaceframe
Although the spaceframe demonstrated a logical development of the four-tube chassis, the space
frame differs in several key areas and offers enormous advantages over its predecessors. A
spaceframe is one in which many straight tubes are arranged so that the loads experienced all act in
either tension or compression. This is a major advantage, since none of the tubes are subject to a
bending load. Since space frames are inherently stiff in torsion, very little material is needed so they
can be lightweight.
The growing realization of the need for increased chassis torsional stiffness in the years following
World War II led to the space frame, or a variation of it, becoming universal among European road
race cars following its appearance on both the Lotus Mk IV and the Mercedes 300 SL in 1952 While
these cars were not strictly the first to use space frames, they were widely successful, and the
attention they received popularized the idea.

Figure 1. 8 Spaceframe
V. Stressed skin
The next logical step for chassis development was the stressed skin design. This is more difficult to
construct than a spaceframe with the accurate folding, forming, drilling and riveting of sheet steel or
modern composite materials. The lessons learnt in the aircraft industry do not usually apply directly
in automotive practice. The loads on aircraft are widely distributed – the lift that holds a plane up, for
example, is spread over the entire area of its wings. On a race/sports car, the loads are much more
concentrated, being focused on the suspension mounting points.
Even when a method is developed to accept forces and spread them over a load bearing skin, it
becomes extremely inconvenient to make any modifications and may even require a major redesign.
Analysis of the stresses in stressed skin construction is more difficult.
The continuous surface considerably complicates access for repair or replacement of the cars
mechanical components. This may also explain why stressed skin construction was virtually unheard
of in racecars before the modern mid-engined configuration. The majority of mid-engined racecars
end their stressed skin construction at the back of the cockpit, with either a space frame or the engine
itself forming the remainder of the structure. For all these drawbacks, stressed skin construction can
potentially outperform any other form of racecar construction in terms of torsional stiffness.
VI. Monocoque
A monocoque chassis can be refer to the vehicle where the external body is load bearing (Keith J.
Wakeham, 2009). Monocoque is a one-piece structure which defines the overall shape of the car.
While ladder, tubular space frame and backbone chassis provides only the stress members and need
to build the body around them, monoque 9 chassis is already incorporated with the body in a single

piece. It built by welding several pieces together. It’s different from the ladder and backbone due to
the body construction as mentioned before. The floor pan, which is the largest piece, and other pieces
are press-made by big stamping machines. They are spot welded together by robot arms some even
use laser welding in a stream production line. The whole process just takes minutes. After that, some
accessories like doors, bonnet, boot lid, side panels and roof are added. Most commercial vehicles
today are of the monocoque variety but they generally will differ from the shape implied by road
racing vehicle structure. Common vehicles such as the Honda Civic and Chev Impala are stamped
from steel panels, these panels are then assembled and spot resistance welded together to build the car
structure (Keith J. Wakeham, 2009). Monocoque chassis also benefit crash protection. Because it uses
a lot of metal, crumple zone can be built into the structure. Although monocoque is suitable for mass
production by robots, it is nearly impossible for small-scale production. The setup cost for the tooling
is too expensive such as big stamping machines and expensive moldings. Figure below shows the
type of monocoque chassis.
Figure 1. 9 Monocoque chassis

1.3. PROBLEM STATEMENT

The problem statement of this project work is to reverse engineering on chassis of three wheel vehicle
(Bajaj) .In the current time the price of the Bajaj, increase rapidly. So that manufacturing chassis part
of the Bajaj in the local area have advantages; like increase
 job opportunity,
 saving foreign currency
 Reduce the cost of the Bajaj.

1.4. OBJECTIVE OF THIS PROJECT

1.4.1General Objective
The general objective of this project is reveres engineering of tri wheel vehicle (Bajaj) chassis; which
it is designing and manufacturing the component.
1.4.2 Specific Project Objective
 Measuring the current demensions of chassis and suspension system of the Bajaj.
 Specify the material and mode of manufacturing of the chassis
 Modeling using Computer Aid Design software (CATIA).
 Collect the data of the material available in the local area and evaluating the cost.
 Re designing and manufacturing of the chassis by available materials
 modeling and simulation of the redesigned concept
 Preparing detail drawing of chassis
 Manufacturing the chassis of Bajaj

1.5. PROJECT METHODOLOGY

Methodology is one of the most important things to be considered to ensure that the project will run
smoothly and achieve the objective. Project methodology will describe the flow of the project
progress. The project methodology shows us how the project started, how data was collected, and
how the next steps done.
Procedure
The following steps will be use to accomplish the goals of this project:
1. Measuring the current chassis : disassemble the Bajaj components following the steps and
putting each component on the prepare place. Measuring the chassis detail dimensions using
measurement device.
Figure 1. 10 measuring the current chassis

Figure 1. 11 leveling the current chassis

2. Develop design specifications of the chassis: Define a Design Specifications document
outlining the chassis design requirements. Document will define performance, weight, and
cost requirements for the project. This document will also describe the analyses and tests
required to meet the specifications.
3. Design and create solid model of chassis of tri wheel vehicle: Using the Computer Aid Design
software (CATIA), create 3-dimensional model of the chassis as well as dimensional
drawings.
Figure 1. 12 solid model of chassis of tri wheel vehicle

4. Analyze chassis components and structure using CATIA: Analyze and optimize key structural
components using CATIA Software to determine part stresses.
5. Produce drawings for fabricated components: Produce detailed drawings for all fabricated
components. Create assembly drawing and parts list for all required components.
6. Manufacturing the chassis components:
7. Assemble the tri wheel vehicle chassis: Assemble all components and bench test sub-
assemblies. Test motor controller module before installing on vehicle, road test vehicle and
adjust as required.
8. Test tri wheel vehicle: This is final steps of the project are testing the tri wheel vehicle to
ensure all components functioned as designed.

CHAPTER TWO
DESIGN ANALYSIS
2.1. Specification of requirements
There are some specifications that need to consider the TWV chassis. Some requirements are listed
below. Parameters as top speed, wheel base, wheel track, overall length, overall width and overall
height are taken the specifications for the TWV (Bajaj).
The parameters from the TWV specifications follow below:
 Top speed: ~40 km/h
 Wheel base: ~1900mm
 Wheel track: ~920mm
 Overall length: ~2500 mm
 Overall width: ~1240 mm
 Overall height: ~1630mm
 Load capacity: 1 driver + 3 passengers
 4.00-8, 4PR original Bajaj wheel in rear and front
 20 cm distance from rear of the rear wheel to rearmost of the vehicle
 No transverse axle
Some of the listed parameters above can be changed while some specifications have to be kept as
closely as possible as considering cost, weight and manufacturing process. The reason for that is if
the new TWV shall be able to be sold to the intended costumers who are low income takers, the TWV
must keep the limits of the permits for small lightweight three wheeled vehicles. If the vehicle does
not fulfill those parameters a new permit has to be issued which is a too large expense for the
costumer.
This gives a smaller control field but the main goal is still to create a safer TWV with better handling
and vehicle dynamic behavior. Parameters that can be changed are shape and cross section of the
chassis.
The wheels used in the front and rear wheels with the dimension; 4.00-8, 70E 4PR. The rear and front
wheel arc including the suspension damping system. The rear wheel had to be mounted ~20 cm from
the rear of the wheel to rearmost of the vehicle, i.e. the wheel centre needed to be mounted ~40 cm
from the rearmost of the TWV (to keep the wheel protected in an event of a small impact.)

A transverse axle cannot be used since the TWV is intended to have a flat floor in the middle while
keeping the ground clearance high enough, without affecting the body space of the vehicle, i.e. there
is no space for a transverse axle.
There are some parameters to consider when running the simulations, as the top speed around 40
km/h.
The vehicle was designed for one driver, three passengers and some additional object. The people
situated in the TWV should be included in the weight distribution which also is an input for the
simulations.
2.2. MATLAB calculations

The MATLAB version used in this project was MATLAB 2009 was used to calculate the position of
the centre of gravity with different loads and to calculate the load distributions in front and rear
suspension springs. The centre of mass position for the vehicle, including the driver and passengers,
was calculated from the centre of gravity of each part, which included the TWV structure inclusive
body sheet, fuel engine and additional weight of object. These parts together represent the sprung
mass. The mass of those parts were acquired from the responsible team of that area and the positions
were acquired from the CATIA model/assembly of the concept TWV.
Below is a list of the different masses:
 TWV structure inclusive body sheet: 120 kg
 Fuel engine: 50kg
 Material handling in dash board : 40kg
 Passenger/driver: 70 kg
 The centre of mass was calculated for full load (three passengers plus driver).
 Full load – Driver plus four passengers: 490kg
 Maximum speed:40km/hr
The mathematical formulas used to calculate the centre of gravity position was:
Position: 𝑝𝑎=(𝑋𝑎, ,𝑌𝑎, , 𝑍𝑎) ………………………………….1
(𝑚𝑎∗𝑝𝑎)∗(𝑚𝑏∗𝑝𝑏)
Centre of mass: CM= ……………………………..2
𝑚𝑎∗𝑚𝑏
The MATLAB script for the calculation could easily be modified if the positions or masses of the
“parts” would be changed.

With two rear wheels and one front wheel; called a delta shape, a stable triangular zone formed from
the wheel positions could be drawn. The position of the centre of gravity should be within the
triangular zone to maintain stable characteristics.
Within the MATLAB script, the weight distribution on each wheel was calculated, since the centre of
gravity is not located in the centre of the vehicle. TWV got three wheels instead of four which implies
that the front wheel might have to carry more weight than the rear wheels. As the position of the
centre of gravity for full load is located more to the rear than the front, more weight will be carried by
the rear springs. With only one front wheel, the weight that is distributed to the front will be carried
by that spring alone.
For the rear part, the weight distribution on each side needed to be calculated (since there are two rear
wheels). The spring stiffness coefficient was calculated and retrieved from the side that carried the
most weight, but the same value were used on both sides since the rear springs are placed
symmetrical and should have the same spring stiffness coefficient.
When the weight distribution is known the resulting force on each wheel could be calculated, which
is the same as the force the springs should withstand for a given length.
To calculate the spring coil turns and coil diameter which defines the fully compressed damper an
equation was needed.
The spring constant of the spring (K):
(𝐺∗𝑑4 )
K=(8∗𝐷3 ∗𝑛)………………………………………..……………3
Where d is the coil diameter, n is the number of coil turns, D is the spring outer diameter and G is the
shear modulus [3].
The already known essential parameters were the reasonable spring outer diameter, the spring
stiffness coefficient and the information on the defining piston length. The shear modulus for
AISI 9260 is 190-210 GPa [2].
With the known essential parameter mentioned above the number of coil turns can be easily found.
 Spring outer diameter:
o Front: 55 mm
o Rear: 80 mm
 Shear modulus:
o Front: 200 GPa
o Rear: 200 GPa
 Coil turns
o Front: 12
o Rear: 10
 Coil diameter:
o Front: 7 mm
o Rear:10 mm
 Spring coefficient:
o Front: N/mm
o Rear: N/mm
 Damping constant
o Front:2Ns/mm
o Rear:2.2Ns/mm
Front “tire properties”
 Stiffness:160 N/mm
 Material Damping: 16 N*sec/mm
Rear “tire properties
 Stiffness: 160 N/mm
 Material Damping: 16 N*sec/mm
Total spring constant
o Front:38N/mm
o Rear:49N/mm
Total damping constant
o Front:1.7Ns/mm
o Rear:1.9Ns/mm
2.3. CATIA Model of a Vehicle Chassis

In CATIA model different cross section elements have been used for the longitudinal members &
cross members of the chassis. The advantage of using different cross section element is that the stress
details can be obtained over the subsections of the chassis as well as over the complete section of the
chassis. Beam elements have been used to simulate various attachments over the chassis, like body,

engine mountings, passenger and driver support, etc. Spring elements have been used for suspension
stiffness of the vehicle.
CATIA was used to model the deflection of the chassis under worst case loading.
As all chassis parts modeled in CATIA software are managed as rigid bodies and dynamic bodies a
simulation had to be carried out on the different part of chassis like main frame, passenger support,
driver support and engine support to make it behave as a real one. The CATIA simulation application
allowed a model to be optimized for the different part of the chassis dimension of the TWV.
One of chassis objective is to hold the vehicle weight; this is made possible with a different type of
section (i.e. including, Z-section, C-section, O-section, and I-section). The simulation on the CATIA
made as follow procedure:
1. Assigning material property; material property of the Chassis was assigned to steel 37 since it
is a common material used in chassis and easily available in local area.
2. Modeling and Create a mesh of the chassis part where tetrahedral 3D elements of medium
size 5 mm were used. The element size defines the resolution of the deformation/displacement
calculations. Smaller element sizes give a higher resolution and slower solve performance. On
the other hand too large element size can give inaccurate results. With this information an
element size of 5 mm was found reasonable.
3. Specifying the restraint at the connection points on each side of the chassis parts where the
end links were connected.
4. Assigning load distribution on the chassis part.
The structure can be simply assumed as beam, with uniformly distributed load due to passenger,
driver & body over its length, and the point loads at the engine, transmission and various heavily
loaded accessories. It is fixed at its three wheels or suspensions.
Specification of material
 material: steel 37
 factor of safety=2.5
 Young Modulus =2.1e+011N_m2
 Poisson Ratio= 0.29
 Density =7860kg_m3
 Thermal Expansion =1.17e-005_Kdeg
 Yield Strength =2.3e+008N_m2

This material is selected based on

 Local availability
 Less cost
 Easily to machine
 Sufficient strength
2.3.1 Model description passenger support
a) General overview CATIA model

The passenger support is created from plate elements. The plate is modeled in the CATIA software.
Figure 2. 1 CATIA model passenger support

b) Mesh
Table 2. 1 Mesh properties
Part type Average size material Factor of safety
Passenger support Octree Terraredon 5mm Steel 37 2.5
mesh

Figure 2. 2 Overview meshed passenger support

c) Passengers support thicknesses
Figure 1.3 gives the used plate thicknesses of the plate elements in the CATIA model of the
Passengers support.
Plates thickness=2mm
2mm
2mm
Figure 2. 3 Passengers support thicknesses

d) Boundary conditions
The Passengers support is constrained at the location of the top surface of the main frame and on the
tube. All plates are given the boundary conditions as depicted below to avoid failure mode.

Boundary
face
Figure 2. 4 Passengers support Constraints
e) Load cases in static condition

Passenger mass =70kg
Additional weight=50kg
Total mass (M) =330kg
Gravity acceleration (g) = 10m/s^2
Distributed load from Passengers mass on the plate = M *g=3300N
Figure 2. 5 Disturbed loads on the Passengers support plate

f) Results Passengers support

The maximum stress occurs on the center of beam which is 34.5Mpa; so that it shows the beam is
safe in the static condition.
Figure 2. 6 Plate top Von Mises stress of passenger support (N/m^2)

The maximum deflection of the plate is 0.085mm so that the object is safe.
Figure 2. 7 Plate translational displacement of passenger support

2.3.2. Modification of Main Frame

The cross-section of the main frame is modified from C-section to I-section due to the following
reasons
 Easy to manufacturing: that is in the local area to bend the C-section is difficult to the required
dimensions. To manufacturing the modified section simply preparing the sheet metal and
tracing the profile of the required shape and cutting using shearing or grinding machine.
Finally welded together three part based on the weld size.
 High strength: when comparing the two sections the modified section is much stronger than
the former one.
 Does not increase cost: since the total weight of the former and the modified part are equal.
That is the only difference in the cost is in the manufacturing process.
Figure 2. 8 Former and modified main frame
2.3.3 Model Description Main Frame

a) general overview CATIA model
Figure 2. 9 CATIA model main frame

b) Mesh
Table 2. 2 Mesh properties
Part type Average size Material Factor of safety
Main frame Octree Terraredon 5mm Steel 37 2.5
mesh
Figure 2. 10 overview mesh of main frame
c) Boundary condition
The main frame of the chassis is supported on the shown pictures. These supports are fixing
supported.
Figure 2. 11 main frame Constraints

d) Distributed load in static condition

Total mass of the vehicle =500kg
Assuming the this mass is distributed on the top surface of the beam
Distributed load=2500N
Figure 2. 12 distributed load in the main framePlate thickness

The plate thickness = 2mm
Figure 2. 13 Main frame thickness

e) Results main frame of the chassis in static condition

Maximum stress =24.5Mpa, which this result is blow the allowable stress so that the design is safe.
Figure 2. 14 Plate Von Mises stress of main frame of chassis (N/m^2)

Maximum deflection =0.055mm, which this result is small so that it is safe
Figure 2. 15 Plate translational displacement of main frame of chassis (mm)

f) Distributed load in dynamic condition on the main frame

When considering in the static condition the load due to bump road is completely absorbed by the
shock absorber. But in practically the shock absorber is absorb some part force and remain amount of
force is transmitted to the chassis of the vehicle. This shows the chassis can be fail due to this force.
So that to prevent the chassis from this force it needed to be consider dynamic effect.
 Vehicle travelling over a rough road
Figure 2. 16 The automobile is simply modeled as a single degree of freedom model.

 Displacement transmissibility: the ratio of maximum displacement(Y) with the input
displacement (a)
……………………………………………4
Where
𝜀: Damping ratio
r: Frequency ratio
p: peak to peak distance
a: static displacement
 When the frequency ratio is greater than sqrt (2), the displacement transmitted is less than the
static displacement. It means that the damping has a negative effect. In other words, lightly
damped systems have lower displacement transmissibility than those with larger damping.

 When the frequency ratio is less than sqrt (2), the displacement transmitted is larger than the
static displacement. Larger damping values significantly reduce the displacement
transmissibility.
Figure 2. 17 Displacement Transmissibility

 Force transmitted to the automobile
……………………………………………………5
Figure 2. 18 Force Transmissibility

 When the frequency ratio is greater than sqrt (2), the force transmitted is still larger than the
static force. It is unlike the displacement transmissibility.
 When the frequency ratio is less than sqrt (2), the increase in magnitude is not as severe as for
the ratio less than sqrt (2). In this range, the damping has a negative effect. Lightly damped
systems have lower force transmissibility than those with larger damping.
g) Results main frame of the chassis in dynamic condition
From the MATILAB script the maximum force transmitted to the vehicle is due to rough road
Velocity=40km/h
Static displacement=6cm
Peak to peak distance=100cm
Force transmitted to the chassis = 8990N
Maximum stress = 71.3 Mpa which this shows the main frame of chassis in safe mode
considering the allowable yield stress.
Figure 2. 19 Plate Von Mises stress of main frame of chassis (N/m^2)
The maximum deflection=0.105mm which this result shows the object is safe.

Figure 2. 20 Plate translational displacement of main frame of chassis (mm)
2.3 Analytical Verification

The cross-section of the main frame is shown below: the stress analysis of this object is done using
CATIA software. Since this section of the frame is subjected to shear stress.
Assuming shearing force distributed uniformly along the length of the beam.
q=1924N/m
S2
S1
Figure 2. 21 I-cross section of the main frame

Shearing stress= distributed searing force (q)/thickness (t)

In this section the maximum stress occurs on the center of the section
𝐹(𝑏ℎ+𝑆2(ℎ−𝑆2)
𝑞= ……………………………………………………………………6
2𝐼𝑥
Where F: forces apply at the point=1.3*1924=2500N

𝐼𝑥 : Second moment area
b=50mm,
h=91mm,
t=2mm
at S2=0.5h=40.5mm the maximum shear stress occur

𝐼𝑥 = 5.6 ∗ 10∗−7 𝑚4
From the above result shows the maximum shear stress =14MP since this result shows that much less
than from the CATIA simulation. This shows in analytical analyzing does not considering meshing
size of the element. From this result; CATIA simulation is better than analytical analysis.
2.4 Weld Design
A welded joint is a permanent joint which is obtained by the fusion of the edges of the two parts
to be joined together, with or without the application of pressure and a filler material. The heat
required for the fusion of the material may be obtained by burning of gas (in case of gas welding) or
by an electric arc (in case of electric arc welding). The latter method is extensively used because of
greater speed of welding.
Welding is extensively used in fabrication as an alternative method for casting or forging
and as a replacement for bolted and riveted joints. It is also used as a repair medium e.g. to reunite
metal at a crack, to build up a small part that has broken off such as gear tooth or to repair a worn
surface such as a bearing surface.
The weld joint preferred for the chassis connection based on the following reason
 The welded structures are usually lighter. This is due to the reason, that
in welding, gussets or other connecting components are not used.
 The welded joints provide maximum efficiency
 In welded connections, the tension members are less weakened
 A welded joint has a great strength. Often a welded joint has the
strength of the parent metal itself.

 Since, the members are of such a shape (i.e. circular steel pipes) that
they afford difficulty for riveting. But they can be easily welded.
 The welding provides very rigid joints. This is in line with the modern
trend of providing rigid frames.
 It is possible to weld any part of a structure at any point.
 The process of welding takes less time than the riveting.
2.4.1 Weld design in the main frame
Welding area
Figure 2. 22 welded main frame of chassis
Figure 2. 23 long fillet weld subject to shear stress
Table 2. 3 weld mode

Welding process Method heat generated Weld type

Fusion welding Electric arc welding Double Fillet joint
Table 2. 4 weld property

material Tensile Yield Allowable Allowable Fatigue stress
strength(Mpa) strength(Mpa) share unit force concentration
stress(Mpa) (KN/m) factor
AWS E6013 427 345 124 2100s 1.5
Weld design consideration
 Static condition
 Fluctuating load
a) Static condition
The weld form in the main frame is subjected to shear stress.
Total mass disturbed on one main frame (M) = 295kg
Distributed load (F) =2270N/m
Length of weld (l) =1300mm
Size of weld(s) =2mm
Distributed force=2307N/m
Maximum share stress(𝜏) = (1.1414P)/ (2sl) =0.85Mpa
From the above result the weld design is safe.
b) Fluctuating load
When the weld part of the chassis is considering fluctuating load the load source due to rough road
Length weld=1300mm
Size weld=1.5mm
Distributed load=9000N/m
Maximum share stress(𝜏) = (1.1414P)/ (2sl) =2.6Mpa
In the dynamic load condition the welded part is safe.
2.5 Stability of Chassis

With two rear wheels and one front wheel; called a delta shape, a stable triangular zone formed from
the wheel positions could be drawn. The position of the centre of gravity should be within the

triangular zone to maintain stable characteristics. In Figure the different weights are shown inserted in
the triangular zone. The picture indicates that the vehicle would be reasonable stable.
-Full load – Driver +three passanger ,coordinate:( 561.2041, 731.0204, 194.3265) in mm
Front
wheel
Center of
gravity
Rear wheel
Reference
plane(x,y,z
)
C
Figure 2. 24 Centre of gravity position the tri wheel vehicle

CHAPTER 3
MANUFACTURING AND ASSEMBLING PROCEDURE
3.1 Manufacturing Procedure
The word manufacturing is derived from the Latin “ manufactus”, meaning made by hand, the word
manufacturing first appeared in 1567 and the word manufacturing involves making products from
raw materials by various processes, machinery, and operations, following a well organized plane for
each activity required. The word product means something that is produced, and the word product
and production first appeared sometimes during the fifteenth century.
Manufacturing in the broadest sense, is the processes of converting raw materials in to products. It
encompasses the design and production of goods, using various productions of methods and
technology. Manufacturing is the back bone of any industrialized nation. Its importance is
emphasized by the fact that, as an economic activity, it compromise approximately one third of the
value of all goods and services produced in industrialized nations. Many processes are used to
produce parts and shapes. The broad categories of processing method for materials are;
 machining ( turning, boring, drilling, milling, planning, shaping and grinding)

 joining (welding, brazing, soldering, diffusion bonding, adhesive bonding and mechanical
joining)
 finishing operations ( honing, lapping, and burnishing debarring, coating and plating)
 Forming and shaping (rolling, forging, extrusion, drawing, sheet forming, power metallurgy,
and molding).
 Casting expendable mold and permanent mold.
3.1.1 Manufacturing process analysis

In determining the manufacturing process it is important that the sequence of operation be carefully
planned in order to produce parts quickly and accurately
Manufacturing process are can be conveniently divided to two groups
 Process which are used for primary shaping the machine part mostly use of heat.
 Process which give final shape of the machine parts, by cold machining.
In this project finished component required to produce the chassis of TWV are cutting, drilling,
bending and welding sheet metal and tubes.

a. Blank cutting sheet metal and tube –The cutting time for the sheet metal can be found using analytical
formula.
Cutting time= (Total pass*length/ (table speed)) +reverse time
b. Finishing face sheet metal and tube
Facing time= (Total pass*length/ (table speed)) +reverse time
Table 3. 1 Manufacturing process analysis
operation Depth of Cutting Down Table Total Length Tracing Setup Cutting Reverse Total
cut speed feed speed pass of time time time time per time
cutting pass
cutting 2mm 25m/s .05mm 0.25m/s 40 21m 3hr 2hr 56min 1sec 5.95hr
facing .5mm 30m/s .1mm 0.25m/s 15 21m 0 2hr 25min 1sec 2.43hr
c. Drilling- Drilling must be operate at correct cutting speed and feed; the cutting and feed rate already
determining are based on the condition
 The work is rigidly stamped
 The machine is in good working condition
 The drill is correctly selected and grounded for the being cut
Cutting speed for HSS twist steel drills
Total number of holes drilled = 12X∅40𝑚𝑚 +18X∅10𝑚𝑚+6X∅30𝑚𝑚+4X∅25𝑚𝑚
Td=L/ (n*S)
Where
 Td:driiling time
 n: the spindle speed in rpm
 L:length or depth of the hole
 S:feed rate
Table 3. 2 Manufacturing process analysis

Material being drill spindle depth of the Rate of Set up time Drilling Total time
speed hole(mm) Feed per hole(min) Time per for all
(rpm) (mm/rev) hole(min) holes (hr)
Steel 37 40 2 0.05 2.5 1 2.17

Figure: Figure 3. 1 tracing of different part of the TWV chassis.

3.1.2manufacturing process description sheet

Table 3. 3 manufacturing process description sheet of part 1
Title of parts Drawing No Material type Blank size Quantity
Passenger 01 Steel 37 2X170X852mm 01
support beam
(Part 1)
S/N operation Operation description Machine Depth Cutting Meas. tool Remark
Tools of speed tool
cut(mm) (m/mi)
01 cutting Blank cutting to grinder 2 1500 meter Grinding Considering the
2X170X852.1mm wheel allowance
02 facing Facing end to grinder meter Grinding Facing all cutting
2X169X852mm wheel face and Careful
smoothing
03 bending Bending at 900 with width Sheet meter Use proper
of 45mm and radius of metal bending force
3mm Bending
04 drilling Drilling 6X∅10mm Drilling 2 meter 10mm drill Use coolant, feed
twist steadily and use
proper holding
device
05 facing Removing the chips and grinder 0.1 Grinding Careful
leveling the hole wheel deburring
06 assembling Assembling with drawing Meter Soft hammer Keeping position
no.07 and 06 and of contact and
water distance
level
Force fit Insert technically
07 welding Weld with drawing no.07 Arc AWS E6013 Weld based on
and 06 welding electrode the specified size
Use AWS 6013 electrode of the weld
Fillet weld meter Make uniform
size=.707thickness ,unless weld size
specified
08 finishing Facing the whole part 1800 Grinding Careful deburring
rough surface wheel
09 panting The whole surface area Spray Check up all
Painting surface is
painting


Part 2 02 Steel 37 2𝑋∅40X1100mm 01
S/N operation Operation Machine Depth of Cutting Meas. tool tool Remark
description Tools cut(mm) speed
(m/mi)
01 Cutting Blank cutting to grinder 4 1500 Meter & Grinding wheel Considering the
2𝑋∅40X1100.5mm caliper allowance
02 facing Facing end to grinder meter Grinding wheel Facing all cutting
2𝑋∅40X1100mm face and Careful
deburring
03 assembling Assembling with Meter and Soft hammer Meter and water
drawing no.11 and water level level
force fit
04 welding Weld with drawing Arc AWS E6013 Weld based on the
no.11 welding electrode specified size of
Use AWS 6013 the weld
electrode
Round fillet weld meter Make uniform
size=.707thickness weld size
,unless specified
05 finishing Facing the whole 1800 Grinding wheel Careful debarring
part rough surface
06 Painting The whole surface Spray Check up all
area painting surface is painting

Passenger 03 Steel 37 2𝑋∅40X850mm 01
support tube
(Part 3)
S/N operation Operation description Machine Depth of Cutting Meas. tool tool Remark
Tools cut(mm) speed
(m/mi)
01 cutting Blank cutting to grinder 4 1500 Meter& Grinding Considering the
2𝑋∅40X850.5mm caliper wheel allowance
02 facing Facing end to grinder meter Grinding Facing all cutting
2𝑋∅40X850mm wheel face and Careful
deburring
03 assembling Assembling with drawing Meter and Soft Keeping position
no.11, 07 and 06 water hammer of contact and
level distances
04 Force fit Insert technically
05 welding Weld with drawing no.11 Arc AWS Weld based on
Use AWS 6013 electrode welding E6013 the specified size
electrode of the weld
06 Round fillet weld meter Make uniform
specified
07 finishing Facing the whole part rough 1800 Grinding Careful deburring
surface wheel
Painting surface is
painting

Part 4 04 Steel 37 2X164X732mm 01
Tools cut(mm) speed
(m/mi)
01 cutting Blank cutting to grinder 2 1500 meter Grinding Considering
2X164.5X732.5mm wheel the allowance
02 facing Facing end to grinder 1500 meter Grinding Facing all
2X164X732mm wheel cutting face
and Careful
smoothing
03 drilling Drilling 6X∅30mm in the Drilling 2 meter 30mm drill Use coolant,
center of the bank surface twist feed steadily
with the specified distance and use
proper
holding device
04 facing Removing the chips and Grinder 0.01 Grinding Careful
05 bending Bending at 900 with width Sheet meter Use proper
of 32mm and radius of 3mm metal bending force
in both end Bending
06 assembling Assembling with drawing Meter and Soft Keeping
no.11 water level hammer position of
contact and
distance
Force fit Insert
technically
07 welding Fillet weld with drawing Arc welding AWS Weld based
no.11 E6013 on the
Use AWS 6013 electrode electrode specified size
of the weld
specified
08 finishing Facing the whole part rough 1800 Grinding Careful
surface wheel deburring
Painting surface is
painting

Part 6 06 Steel 37 2X130X250mm 02
Tools cut(mm) speed
(m/mi)
01 cutting Blank cutting to Grinder 2 1500 meter Grinding Considering the
2X136.5X250.5mm wheel allowance
02 facing Facing end to Grinder 1500 meter Grinding Facing all
2X136X250mm wheel cutting face and
Careful
smoothing
03 drilling Drilling 1X∅40mm in the center Drilling 2 meter 30mm drill Use coolant,
of the bank surface with the twist feed steadily
specified distance from the end and use proper
holding device
04 facing Removing the chips and Grinder 0.01 Grinding Careful
0
05 bending Bending at 90 with width of Sheet metal Meter and Use proper
30mm entre the length and Bending 900 bending force
radius of 3mm in both end measuring and check up
material(set the
square) perpendicularity
06 assembling Assembling with drawing no.11 Meter and Soft Keeping
water level hammer position of
contact and
distance ; check
the
perpendicularity
of the surfaces
Force fit Insert
technically
07 welding Fillet weld with drawing no.11 Arc welding AWS E6013 Weld based on
Use AWS 6013 electrode electrode the specified
size of the weld
Fillet weld size=.707thickness meter Make uniform
,unless specified weld size
08 finishing Facing the whole part rough 1800 Grinding Careful
surface wheel deburring
Painting surface is
painting

Part 7 07 Steel 37 2X168X200mm 02
Tools cut(mm) speed
(m/mi)
02 facing Facing end to grinder 1500 meter Grinding Facing all cutting
smoothing
03 bending Bending at 900 with width Sheet Meter and Use proper
of 45mm entre the length metal 900 bending force
and radius of 3mm in both Bending measuring and check up the
end material(set perpendicularity
sequre)
no.01 and 11c water level hammer of contact and
distance ; check
the
perpendicularity
of the surfaces
07 welding Fillet weld with drawing Arc AWS Weld based on
no.11c and 01 welding E6013 the specified size
Use AWS 6013 electrode electrode of the weld
specified
rough surface wheel
Painting surface is
painting

Part 8 08 Steel 37 2X74X474mm 02
Tools cut(mm) speed
(m/mi)
02 facing Facing end to grinder 1500 meter Grinding Facing all cutting
smoothing
03 bending Bending at 900 with Sheet Meter and Use proper
width of 35mm entre the metal 900 bending force
length and radius of 3mm Bending measuring and check up the
in the center material(set perpendicularity
sequre)
no .04 and 11c water level hammer of contact and
distance ; check
the
perpendicularity
of the surfaces
specified
rough surface wheel
Painting surface is
painting

Part 9 09 Steel 37 2X95X90mm 02
S/N Operation Operation description Machine Depth of Cutting Meas. tool tool Remark
Tools cut(mm) speed
(m/mi)
01 Cutting Blank cutting to grinder 2 1500 meter Grinding Considering the
02 Facing Facing end to grinder 1500 meter Grinding Facing all cutting
smoothing
06 Assembling Assembling with drawing no Meter and Soft Keeping position
.04 and 11c water hammer of contact and
level distance ; check
the
perpendicularity
of the surfaces
07 Welding Fillet weld with drawing Arc AWS Weld based on
specified
08 Finishing Facing the whole part rough 1800 Grinding Careful deburring
surface wheel
09 Panting The whole surface area Spray Check up all
Painting surface is
painting


Part10 10 Steel 37 2X115X241mm 01
Tools cut(mm) speed
(m/mi)
02 facing Facing end grinder 0.5 1500 meter Grinding Facing all cutting
to2X115X241mm wheel face and Careful
smoothing
05 bending Bending at 900 with Sheet Meter and Use proper
width of 20mm entre the metal 900 bending force
length and radius of 3mm Bending measuring and check up the
in both end material(set perpendicularity
square)
no.2 water level hammer of contact and
distance ; check
the
perpendicularity
of the surfaces
with center line
of the tube
no.11 welding E6013 the specified size
specified
rough surface wheel
Painting surface is
painting


Passenger 11 Steel 37 2X91X1400mm 01
support beam
(Part 1)
Tools cut(mm) speed
(m/mi)
02 facing Facing end to grinder 0.5 meter Grinding Facing all cutting
smoothing
03 drilling Drilling 3X∅42mm Drilling 2 Meter and 40mm Use coolant, feed
caliper drill twist steadily and use
proper holding
device
04 facing Removing the chips and grinder 0.1 Grinding Careful
no.11c. water level hammer of contact and
distance
Place on the center line of Check
drawing no.11c. perpendicularity
of surfaces
06 welding Weld with drawing Arc AWS Weld based on
no.11c ; welding E6013 the specified size
Double Fillet weld meter Make uniform
size=2mm weld size
rough surface wheel
Painting surface is
painting

Table 3. 13 manufacturing process description sheet of part 11 b

Passenger 11b Steel 37 2X91X1400mm 01
support beam
(Part 1)
Tools cut(mm) speed
(m/mi)
smoothing
03 rolling Roll based on the rolling Meter and check up the
specified circles protractor radius of circle
no.11. water level hammer of contact and
distance
Place on the center line of Check
drawing no.11. perpendicularity
of surfaces
; welding E6013 the specified size
size=2mm weld size
rough surface wheel
Painting surface is
painting

Table 3. 14 manufacturing process description sheet of part 11c

Passenger 11c Steel 37 2X91X1400mm 01
support beam
(Part 1)
Tools cut(mm) speed
(m/mi)
deburring
03 rolling Roll based on the rolling Meter and check up the
specified circles protractor radius of circle
rough surface wheel
05 painting The whole surface area Spray Check up all
Painting surface is
painting


Passenger 12 Steel 37 2X∅40mm X850mm 01
support beam
(Part 1)
Tools cut(mm) speed
(m/mi)
2X∅40mm X850.5mm wheel allowance
02 facing Facing end to 2X∅40mm grinder 0.5 1500 meter Grinding Facing all cutting
X850mm wheel face and Careful
smoothing
03 bending Bend based on the Tube Meter and Use proper
drawing profile bending degree bending force
measuring and check up the
system inclined length of
the tube
no.11. water level hammer of contact and
distance
Force fit Check offset the
end of surfaces
from the hole
; welding E6013 the specified size
size=1.5mm weld size
rough surface wheel
Painting surface is
painting

Part 13 13 Steel 37 2X300X300mm 04

Tools cut(mm) speed
(m/mi)

02 Pocketing Based on the drawing grinder 1500 meter Grinding Make sure that
dimensions wheel the dimension is
performed
perfectly.
03 assembling Assembling with Meter and Soft Keeping
drawing 11,11b,11c water level hammer position of
contact and
distance ; check
the
perpendicularity
of the surfaces
Force fit Insert
technically
04 welding Fillet weld with Arc AWS Weld based on
drawing no.11c and welding E6013 the specified
11b electrode size of the weld
Use AWS 6013
electrode
,unless specified
05 finishing Facing the whole part 1800 Grinding Careful
rough surface wheel deburring
06 panting The whole surface Spray Check up all
area Painting surface is
painting

Table 3. 17 manufacturing process description sheet of part 13b
Part 13 b 13b Steel 37 2X70X126mm 02
Tools cut(mm) speed
(m/mi)
02 Facing Facing end to grinder meter Grinding Facing all
Careful
smoothing
02 Bending Bending at 900 with Sheet meter Use proper
width of 20mm and metal bending force
radius of 3mm in both Bending
end
03 Assembling Assembling with Meter and Soft Keeping
drawing .no13 water level hammer position of
contact and
distance ; check
the
perpendicularity
of the surfaces
Force fit Insert
technically
04 Welding Fillet weld with Arc AWS Weld based on
drawing no.13 welding E6013 the specified
Use AWS 6013 electrode size of the weld
electrode
,unless specified
05 Finishing Facing the whole part 1800 Grinding Careful
06 Panting The whole surface Spray Check up all
painting

Table 3. 18 manufacturing process description sheet of part 13c
Part 13 c 13c Steel 37 2X76X100mm 02
Tools cut(mm) speed
(m/mi)
02 Facing Facing end to grinder meter Grinding Facing all
Careful
smoothing
03 Bending Bending at 900 with Sheet meter Use proper
width of 20mm enter metal bending force
length and radius of Bending and check
3mm in both end perpendicularity
04 Assembling Assembling with Meter and Soft Keeping
drawing .no13 water level hammer position of
contact and
distance ; check
the
perpendicularity
of the surfaces
Force fit Insert
technically
05 Welding Fillet weld with Arc AWS Weld based on
drawing no.13 welding E6013 the specified
Use AWS 6013 electrode size of the weld
electrode
,unless specified
06 Finishing Facing the whole part 1800 Grinding Careful
07 Panting The whole surface Spray Check up all
painting

3.1.3 Manufacturing processes

The following steps we used to manufacture the chassis of the tri wheel vehicle:
a) Tracing –copying the measurement of the chassis parts from drawing paper to sheet metal.
Figure 3. 2 tracing of sheet metal

b) Cutting the sheet metal- sheet metal can be done in various ways from hand tools up to
much powered shares. With the advanced in technology, sheet metal cutting has turned to
computers for precise cutting. We used hand tool machines and advanced machines for
cutting of the sheet metal.
Figure 3. 3 sheet metal cutting process

c) Bending – is a process by which metal can be deformed by plastically deforming the
material and changing its shape. Bending usually refers to deformation about one axis.

Bending is a flexible process by which many different shapes can be produced. We used
bending machine, which available in the shop to bend chassis parts.
Figure 3. 4 bending of sheet metal

d) Drilling – This process is used to produce holes in components. To create a hole, a drill bit is
rotated at high speed .the screw thread shape of the drill bit causes materials to be cut away
as the drill bit is pushed in to the work pieces
Figure 3. 5 drilling of sheet metal

 Grinding – this process uses a rotating grinding wheel which has abrasive grit particles on its
surface to remove material from a components. This process can either be automated or under
manual control.
Figure 3. 6 grinding of sheet metal

e) Welding - welding is a fabrication process that joins materials, usually metals or
thermoplastics, by causing coalescence. this is often done by melting the work pieces and
adding a filler material to form a pool of molten material that cools to become a strong joint,
with pressure sometimes used in conjunction with heat, or by itself, to produce the weld this
is contrast with soldering and brazing, which involves melting a lower melting point material
between the work piece to form a bound between them, without melting the work pieces. We
used arc type welding for assembling of tri wheel vehicle chassis parts.
Figure 3. 7 welding of sheet metal

f. Assembling –
Figure 3. 8 assembling of the whole parts
3.2 ASSEMBLING PROCEDURE

The assembling procedure of the TWV chassis is described in the following form.
1. Firstly, level the ground or the table for the TWV chassis seat using water level mechanism.
2. Prepare two parts of drawing no.11c and positioning on the levelling ground or table at
distance 732mm from center line of one part face to center line of the other.
Figure 3. 9 drawing no.11c assembly positioning

3. Preparing two parts of drawing no.11 and positioning on the upper surface of drawing no.11c
at distance 732mm from internal face of one part to internal face of the other. Make sure that
the position of bottom horizontal line of drawing no.11 is perpendicular to upper surface of

drawing no.11c in both parts. Weld the parts in their correct positioning using double fillet
weld with size of weld 2mm.
Drawing
no.11
Figure 3. 10 drawing no.11 assembly positioning

4. Prepare two parts of drawing no.11b and positioning on the upper surface of drawing no.11 at
distance 732mm from center line of one part face of one part to from center line of one part
face of the other. Make sure that the position of top horizontal line of drawing no.11 is
perpendicular to bottom surface of drawing no.11b in both parts. Weld the parts in their
correct positioning using double fillet weld with size of weld 2mm.
Drawing
no.11b
Figure 3. 11 drawing no.11b assembly positioning

5. Keep the position the above steps of the assembling procedure using temporally two rod in the
rear and front end of the drawing no.11 to keep the distance in their specified position.
6. Inserting drawing no.2 into the ∅42𝑚𝑚 hole of drawing no.11 and offset 196mm the end of
the tube from external surface of drawing no.11. And weld with drawing no.11 inside and
outside surface using fillet weld size of 1.5mm.
Drawing no.2
Figure 3. 12 drawing no. 2assembly positioning

7. Inserting drawing no.3 into ∅42𝑚𝑚 of drawing no.11 and offset 49mm the end of the tube
from internal surface of drawing no.11. And weld with drawing no.11 inside and outside
surface using fillet weld size of 1.5mm.
Drawing
no. 3
Figure 3. 13 drawing no. 3 assembly positioning

8. Inserting drawing no.4 into inside surfaces of drawing no.11 and offset 0mm the end of the
plate from internal surfaces of drawing no.11.make sure that the position of horizontal line of
drawing no.4 is perpendicular to the bottom surface of drawing no.11b and upper surface of
drawing no.11c in both ends. Weld the parts in their correct positioning using double fillet
weld with size of weld 2mm.
Drawing
no.4

9. Insert drawing no.12 into ∅42𝑚𝑚 of drawing no.11 and offset 0mm the end of the tube from
external surface of drawing no.11. And weld with drawing no.11 inside and outside surface
using fillet weld size of 1.5mm.
Drawing no.12

10. Insert drawing no.9 on the corner of both end connection surface drawing no.11 and drawing
no.4. Make sure that touch the ends of the part and weld using single fillet weld size of
1.5mm.
11. Connect drawing no.11 and drawing no.4 using drawing no.8 at angle of450 . And weld in
both end of the drawing no.8 with the specified connection point.
Drawing no. 8

12. Insert drawing no.6 into drawing no.3 and placing perpendicularly with the horizontal line of
drawing no.11b. Weld with drawing no.3 circular fillet weld size of 1.5mm. Make sure that
the back face of the part is contact with drawing no.11.
Drawin
g no.6

13. Place drawing no.7 on the top surface of the drawing no.11b coincidence with drawing no.6
on the rear face. Weld with drawing no.6 fillet weld size 1.5mm. Make sure that both rear face
of drawing no.7 and drawing no.6 fully contact and their face parallel.
Drawing no.7

14. Place drawing no. 1 on the top surface of drawing no. 6 and drawing no. 7. Weld with these
part fillet weld size 1.5mm
Drawing no. 1

15. Inserting drawing no. 13 into the rear right and left TWV chassis each respectively two.
Spacing 50 mm you can show on the blow figure. Weld with drawing no. 11b and drawing no.
12 double fillet size 1.5mm.
Drawing no.13

16. Inserting drawing no. 13b into the upper space between the drawing no. 13 in both end. Make
sure that the vertical lines of both drawing be parallel. Weld with this drawing in both side
single fillet weld size 1.5mm.
Figure 3. 21 drawing no.13b assembly positioning

17. Inserting drawing no. 13c into the lower space between the drawing no. 13 in both end. Make
sure that the inclined lines of both drawing be parallel. Weld with this drawing in both side
single fillet weld size 1.5mm.
Drawing no.13c
Figure 3. 22 drawing no.13c assembly positioning

3.3 cost analysis

Manufacturing costs are those costs that are directly involved in manufacturing of products and
services. Example of manufacturing costs includes raw materials costs and salary of labor workers.
Manufacturing cost is divided into three broad categories by most companies. A discussion of each
category is as follows.
I. Direct materials cost
The materials that go into final products are called raw materials. Finished products of one company
can become raw material of another company. For example plastic produced by manufactures of
plastic is a finished product for them but is a raw material for Compaq computers for its personal
computers. Direct materials are those materials that become an integral part of the finished products
and that can be physically and conveniently traced to it.
II. Direct labor cost
The term direct labor is reserved for those labor costs that can be essentially traced to individual units
of products. Direct labor is sometimes called touch labor, since direct labor workers typically touch
the products while it is being made. The labor cost of assembly line workers, for example, is a direct
labor cost, as would the labor cost of carpenter, bricklayer and machine operator.
III. Manufacturing overhead
The third elements of manufacturing cost, includes all costs of manufacturing except direct material
and direct labor. Examples of manufacturing overhead include items such as indirect material,
indirect labor, maintenance and repair on production equipment and heat and light, property taxes,
depreciation, and insurance on manufacturing facilities. Indirect materials are minor items such as
solder and glue in manufacturing industries. These are not includes in direct materials costs. Indirect
labor is a labor costs that cannot be trace to the creation of products or that can be traced only at great
cost and inconvenience. Indirect labor includes the labor cost of janitors, materials handlers and night
security guards. Costs incurred for heat and light, property taxes, insurance, depreciation and so forth
associated with selling and administrative functions are not included in manufacturing overhead.
Studies have found that manufacturing overhead averages about 16 % of sales revenue.
Manufacturing overhead is known by various names, such as indirect manufacturing cost, factory
overhead, and factory burden. All of these terms are synonymous with manufacturing overhead.
Manufacturing overhead combined with direct labor is called conversion cost.

Non manufacturing costs

Nonmanufacturing costs are those costs that are not incurred to manufacturing a product. Examples of
such costs are salary of sales person and advertising expenses. Generally nonmanufacturing costs are
further classified into two categories.
1. marketing and selling
2. administrative cost
Marketing and selling
Marketing or selling costs includes all costs necessary to secure customer orders and get the finished
product into the hands of the customers. These costs are often called order getting or order filling
costs. Examples include advertising costs, shipping costs, sales commission and sales salary.
Administrative cost
Administrative cost includes all executive, organizational, and clerical costs associated with general
management of an organization rather than with manufacturing, marketing, or selling. An example of
administrative costs includes executive compensation, general accounting, secretarial, public
relations, and similar costs involved in the overall, general administration of the organization as a
whole.
The consideration of costs has always been an important factor in all engineering tasks. As
technology has advanced, the problem of cost estimation, cost control, and cost analysis have
assumed even greater dominance in economic and engineering decisions.
Finally, as technological advances have resulted in greater precision in both design and
manufacturing. It is necessary to be able to calculate and product cost with greater accuracy in order
to remain competitive.
The first section that we would like to reveal in our project is the task of cost estimation in all the
manufacturing processes.
Cost estimation in product manufacturing may be defined as the determination of the factory cost for
a component, sub assembling or finish assembly based on defined manufacturing process plan.
The manufacturing planning function is the determination of process sequences (operation) utilizing
labor, equipment, and tooling to produce any manufacturing items.
Based on this, we processed the cost analysis of our project

Direct purchased material

Table 3. 19 cost analysis of the TWV chassis.
NO Description Standard size Unit cost in Birr Quantity Total cost
required In Birr
1 Sheet metal 2x1000x2000mm 850 1pcs 850
2 Tube 2x ∅40 x6000mm 650 1/2pcs 325
1175
3.5 Material preparation cost
As we proceed to determine the cost of the TWV component from the data and formulas already seen
in the above methods, the material preparation cost of the chassis is as follows
Table 3. 20 cost analysis of the TWV chassis.
M.C Material cost
D.L.C Direct labor
M.O.H.C Manufacturing over cost
Contingency Compensation due to some error (i.e. time, cost)
Estimated production cost =the sum of the direct labor and manufacturing over head cost
= D.L.C + M.O.H.C
Grand total = the sum of the estimate production and material cost
=D.L.C + M.O.H.C + M.C
The direct labor and manufacturing over head cost of different companies are listed in the following
table

Table 3. 21 production cost
Operation D.L.C M.O.H.C Total
Time(hr) D.L.C Total Time(hr) M.O.H.C Total cost cost(Birr)
per cost(birr) (birr)
Chassis hour
Cutting 6 20 120 6 55 330 450
Drilling 2.16 20 43 2.16 38 83 126
Welding 6 20 120 6 40 240 360
Bending 0.75 20 15 .30 45 23 38
Grinding 2.15 20 43 2.15 50 102 145
assembly 6 20 120 6 80 480 600
Contingency (20%) 1719
344
2062.8
Estimated production cost=D.L.C + M.O.H.C=2062.8birr

Grand total = M.C + D.L.C + M.O.H.C=1175+2062.8=3238birr
From this result the total cost for the TWV is 3238 birr.

Conclusion
The main objective of this project is reverse engineering in TWV and modification in some important
aspects. These aspects are the 3D modeling, design and manufacturing of the chassis, the static and
dynamics analyses that need to be conducted on the chassis, the usage of the results in the static and
dynamics calculations and predicting the TWV performance. Total weight of the chassis is 34kg and
its capacity is 500kg. In fact, these steps may need to be repeated several times. The other aspects of
the design, such as the 3D modeling and strength design of the body, and the suspension system are
all handled by another team member, who played an important role in production also. Since this
thesis includes four month.
The detail dimensions of each part of the chassis are measured and the modeling and simulating these
part using CATIA software. In this project include modification of some part of the chassis part. The
basic part of chassis is simulating based on static and dynamic consideration.
The goal was to reduce the cost of the TWV vehicle and optimizing the weight by manufacturing
local area. The reason for that is because the TWV cost increasing continuously and this result
foreign currency expenditure.

Recommendation
To make reverse engineering on machinery it needs full calibration and experiments. So that for this
project it should be modifying using accurate calibration system and experimental analysis of
different part of the TWV.
Since the full vehicle was created with measures deriving from the first step in the design process,
measures as weights, properties, etc., were estimated. These parameters will be corrected to more
accurate values as the project proceeds and will therefore give better results in the future. As the
correct measures and weight are presented, the cube representing the centre of gravity could be
removed. Instead the weights and position of each part could be implemented, and thus adding the
effect from the mass of inertia.

APPENDIX

Detail drawing




















ASSEMBLING DRAWING



Table: bill of materials

17 Part15a Steel37 1
16 Part15b Steel37 1
15 Part 7 Steel37 2
14 Part6 Steel37 2
13 Part1 Steel37 1
12 Part13b Steel37 2
11 Part13c Steel37 2
10 Part13 Steel37 4
9 Part11c Steel37 2
8 Part11b Steel37 2
7 Part11 Steel37 2
6 Part3 Steel37 1
5 Part5 Steel37 4
4 Part8 Steel37 2
3 Part4 Steel37 1
2 Part12 Steel37 1
1 Part2 Steel37 1
NO description material quantity remark

MATLAB script
clc

clf
%Centre of mass calculation for full load in X-, Y-, Z-coordinates
A = [305, 500, 150]; %Coordinate for left rear passenger
B = [610, 500, 150]; %Coordinate for middle rear passenger
C = [910, 540, 150]; %Coordinate for right rear passenger
D = [460, 1440, 140]; % Coordinate for driver
E = [460, 120, -200]; %Coordinate for fuel engine
F = [577, 1120, 166]; %Coordinate for vehicle body/frame
G = [570, 230, 1100]; %Coordinate for dashboard
%Dotted plot on each part in the vehicle
plot3 (A (1), A (2), A (3),'+') %Plotting A on the plane
hold on %Keeps the plot, since it is erased after each
% run
grid on %Makes the grid visible
plot3 (B (1), B (2), B (3),'+') %Plotting B on the plane
plot3(C (1), C (2), C (3),'+') %Plotting C on the plane
plot3 (D (1), D (2), D (3),'+') %Plotting D on the plane
plot3 (E (1), E (2), E (3),'+') %Plotting E on the plane
plot3 (F (1), F (2), F (3),'+') %Plotting F on the plane
plot3 (G (1), G (2), G (3),'+') %Plotting G on the plane
%Coordinate limitation in X-, Y-, Z-direction
xlim ([0, 1240])
ylim ([0, 2500])
zlim ([-200, 1430])
%Labeling each direction
xlabel (‘Width (mm)')
ylabel (‘Length (mm)')
zlabel (‘Height (mm)')
%Weights on each part
a = 70; %Passenger
b = a; %Passenger

c = a; %Passenger
d = a; %Driver
e = 50; %Fuel engine
f = 120; %Body/frame
g =40; %Dashboard
%Total mass = 670 kg
%Equations, weight on each coordinate
aA = (a*A);
bB = (b*B);
cC = (c*C);
dD = (d*D);
eE = (e*E);
fF = (f*F);
gG = (g*G);
%Equation, centre of mass in X-, Y-, Z-plane
S = ((aA+bB+cC+dD+eE+fF+gG)/ (a+b+c+d+e+f+g));
%Plotting centre of mass on X-, Y-, Z-plane
plot3(S (1), S (2), S (3),'ro')
hold off %After each run it will terminate the previous plot
%Distances
Lv = 2500; %Length of vehicle (mm)
wb = 1900; %Wheel base (mm)
Wv = 1240; %Width of vehicle (mm)
Lm =1769; %Length to centre of mass (mm)
M = a+b+c+d+e+f+g; %Sprung mass (kg)
Wd = 920; %Distance between dampers (mm)
Lfwf = 250; %Length from front of vehicle to centre of front wheel (mm)
Llwm = 561.2; %Width from left rear wheel to centre of mass (mm)
%front spring property
Df= 55; %outside diameter of the coil (mm)
df=8; %coil diameter (mm)

Gf=200000; %shear modulus (Mpa)

nf=12; %number of turn of coil
cf=2000; %damper constant (Ns/m)
%rear spring property
Dr= 80; %outside diameter of the coil (mm)
dr=11; %coil diameter (mm)
Gr=200000; %shear modulus (Mpa)
nr=10;%number of turn of coil
cr=2200; %damper constant (Ns/m)
%Front and rear tire properties
Kt= 160000; %Stiffens of tire (N/m)
Ct=16000; %material damping tire (N*sec/m)
%Distance from spring & dampers to centre of mass
Lfwm = Lm-Lfwf;
Lrwm = wb-Lfwm;
%Mass distribution
R = 0.5*(Lfwm/wb)*M;
F = (Lrwm/wb)*M;
%vehicle speed and profile road parameter
for V=25:5:50 %vehicle speed (m/s)
L=1%peak to peak distance (m).
Wb= (2*pi*V)/(3.6*L);%excitation frequency of the vehicle(rad/s)
Y=0.06; %base displacement (m)
V;
%Spring constant
kf = 1000*((Gf*(df) ^4)/ ((8*Df^3)*nf)); %front spring constant (N/m)
kr = 1000*((Gr*(dr) ^4)/ ((8*Dr^3)*nr)); %rear spring constant (N/m)
ktf= ((1/kf) + (1/Kt)). ^-1; %total spring constant in the front wheel (N/m)
ktr= ((1/kr) + (1/Kt)). ^-1; %total spring constant in the rear wheel (N/m)
ctf= ((1/cf) + (1/Ct)). ^-1; %total damping constant in the front wheel (Ns/m)
ctr= ((1/cr) + (1/Ct)). ^-1; %total damping constant in the rear wheel (Ns/m)

Wnf=sqrt (ktf/F); %natural frequency on the front wheel (rad/s)

Wnr= sqrt (ktr/R); % natural frequency on the rear wheel (rad/s)
Zetaf=ctf/ (2*(sqrt (ktf*F))); %damping ratio in the front wheel
Zetar=ctr/ (2*(sqrt (ktr*R))); %damping ratio in the rear wheel
rf= Wb /Wnf; %frequency ration in the front wheel
rr= Wb/ Wnr; %frequency ration in the rear wheel
%displacement and force transmissibility to the vehicle mass
Xf=100*Y*sqrt(((1+(2* Zetaf*rf)^2)/((1-rf^2)^2+(2* Zetaf*rf)^2)));% displacement transmitted to
the mass in the front wheel(cm)
Xr=100*Y*sqrt(((1+(2* Zetar*rr)^2)/((1-rr^2)^2+(2* Zetar*rr)^2)));% displacement transmitted to
the mass in the rear wheel(cm)
Ftf= 0.01*Xf* ktf*rf^2; % force transmitted to the mass in the front wheel (N)
Ftr=0.01*Xr*ktr*rr^2; % force transmitted to the mass in each rear wheel (N)
end

Tables
Table 1. Minimum Weld – Metal properties

Table 2; stresses permitted by the AISC Code for Weld Metal
Table; fatigue stress- concentration factors,𝐾𝑓𝑠
Table allowable steady loads and minimum fillet weld size


CATIA ANALYSIS

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http://www.thailandtuktuk.com/history-forwerder-en/
19. Monika Motors webpage. (n.d.). History of Monika Motors. Retrieved 2011-11-01 from
http://www.monikamotors.com
20. Wikipedia, the free encyclopedia

Uog Material For Electrical and Computer Eng.

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ACKNOWLEDGEMENTS

By-Berihu Girmay & Mehari Alema Page II

By-Berihu Girmay & Mehari Alema Page III

Figure 2. 18 Force Transmissibility ................................................................................................. - 32 -

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1.2 LITERATURE REVIEW

1. Identify the system's components and their interrelationships

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Following are reasons for reverse engineering a part or product:

1. There is inadequate documentation of the original design

1.2.1 Auto Rickshaws

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Figure 1. 1 the TVS King [11]

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Figure 1. 2 Piaggio Ape [13]

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Figure 1. 3 Bajaj [15]

D .Mahindra & Mahindra

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Figure 1. 4 ladder frame chassis

II. Twin tube

Figure 1. 5 Twin tube chassis

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III. Four tube

Figure 1. 6 Four tube chassis Backbone

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Figure 1. 7 backbone chassis

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Figure 1. 9 Monocoque chassis

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1.3. PROBLEM STATEMENT

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1.4. OBJECTIVE OF THIS PROJECT

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1.5. PROJECT METHODOLOGY

Figure 1. 10 measuring the current chassis

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Figure 1. 11 leveling the current chassis

Figure 1. 12 solid model of chassis of tri wheel vehicle

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2.2. MATLAB calculations

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2.3. CATIA Model of a Vehicle Chassis

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This material is selected based on

2.3.1 Model description passenger support

a) General overview CATIA model

Figure 2. 1 CATIA model passenger support

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Figure 2. 2 Overview meshed passenger support

Figure 2. 3 Passengers support thicknesses

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Figure 2. 4 Passengers support Constraints

e) Load cases in static condition

Figure 2. 5 Disturbed loads on the Passengers support plate

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