CPTER1 INTRODUCTION Chassis is a French turn and was initially used to denote the frame or main structure of a vehicle.

It is now extensively used to denote the complete vehicle except the body for the heavy vehicle having a separate body. The chassis contain all the major units necessary to propel the vehicle, direct its motion, stop it, and allow it to run smoothly over uneven surfaces. It is the main mounting for all the components including the body. It is also known as carrying unit.

The chassis include following components as shown in fig: 1.1 .Frame, .Front suspension, Steering mechanism, Radiator, Engine, clutch, gearbox, Propeller shaft, Rear spring, Road wheels, Differential, half shaft, universal joints, Brakes end braking system, Storage battery, Silencer, Shock absorbers, fuel tank, petrol and hydraulics pipe cables and some means of mounting these components.

Chassis components

1.1 Importance of chassis Frame [3]

The frame or under body is the main part of the chassis, on which the remaining parts of chassis are mounted. It is a rigid structure that forms a skeleton to hold all the major part together. The engine is mounted in the forward end of the frame end of the frame and is connected to the clutch and transmission units to form a complete power assembly. At the rear end of the frame, the rear axle housing is attached through the rear spring. The wheels and tyre assemblies supports the frame. The steering system has some parts bolted to the frame and some to the body. The petrol tank is fastened to the rear of the frame.

As the chassis frame forms the backbone of a heavy vehicle, its principal function is to safely carry the maximum load for all designed operating conditions. it must also absorb engine and driveline torque, endure shock loading and accommodate twisting on uneven road surfaces. To achieve a satisfactory performance, the construction of a heavy vehicle chassis is the result of careful design and rigorous testing

CHASSIS FRAME OF COMMERCIAL VEHICLE

2 Chassis frame of commercial vehicle Basically there are two types of chassis frame are available namely as under: 1. LMV frame 2 HMV frame Chassis frame of the commercial may made up of different types of cross section. It is tube, I-section, square section or C-section. In figure2.1 shows the chassis frame made up of tube cross section for LMV.

DESIGN CYCLE OF CHASSIS FRAME Design cycle of chassis frame is divided into mainly five steps as bellow.

BASIC DESIGN OF CHASSIS FRAME

Various manufacturers have individual design concepts and different methods of achieving the desired performance standards for the complete chassis, not all chassis components are interchangeable between various makes and models of vehicles. So, there is no standard design for chassis frame. Even though start with the chassis frame design start with selection of the section for side rails and cross members.

 To increase the strength or payload capacity reinforcement plate is used.

The preferred method of making joins in the frame rail for heavy duty and highly stressed applications is at 45 degrees +/-15 degrees as shown in Figure

This section could be circular tube, rectangular tube, Isection, C-channel, etc. But mainly C-channel type side rail are used because of some more flexible to the assembly point of view.

5.1 Welding Heat Treated Frame Rails The following requirements apply to modifications involving the welding of heat treated frame rails: Welding of heat treated frame rails is not recommended but should it be necessary to weld this type of frame rail then the proper choice of welding rod, weld preparation and allowance for the reduction in the allowable tensile yield strength must be made. Note: Commonly used heat treated alloy steel used for frame rails has a normal tensile yield strength of 760MPa .When welding any of these alloys where preheat treatment cannot be accomplished, the allowable stress adjacent to the weld will probably not exceed 250 MPa. Improper choice of welding rod may result in even lower values.

Do not plug holes in a heat treated frame rail unless absolutely necessary for fitting of chassis components because the reduction in strength due to the loss of heat treatment greatly exceeds any advantage which may be gained by plugging the holes.

Cross members

The following requirements apply to the selection and fitting of cross members:

As the chassis of a medium to heavy goods vehicle must have a satisfactory vertical load carrying capacity while still being torsionally flexible to uneven road surfaces, it is necessary to ensure that all additional cross members are suitably designed to be compatible with the vehicles chassis design. The most convenient method of ensuring that the correct type of cross member is installed is by utilization of original manufacturers components. These components should be installed in accordance with the manufacturers specifications and recommendations. Caution: The original manufacturers cross member may not always be capable of being installed without major disassembly of the cross member or the vehicle.

If original type cross members are not available, then alternative cross members may be fitted provided that the following requirements are satisfied. It is recommended that all cross members should be of either channel or hat section construction. If original type cross members are not available, then alternative cross members may be fitted provided that the following requirements are satisfied. It is recommended that all cross members should be of either channel or hat section construction. Note: Large section RHS or pipe cross members as illustrated in Figure 5.5 are not recommended because of their inherent torsional rigidity.

Figure 5.5 Large Section RHS or Pipe Cross Members

 The torsional stiffness of an additional or replacement cross member should be of similar torsional stiffness to that specified by the manufacturer of a vehicle. The vertical load capacity and transverse strength of a cross member must not be less than that of an original manufacturers cross member for the same application. The thickness of material used in construction of a cross member should be no greater than the web thickness of the frame rail to which the cross member is mounted. The centre of a hole in a cross member gusset must be of at least three times the diameter of the hole from the edge of the gusset.

Types of Cross members

The types of cross member that are fitted to a vehicle can be divided into four basic categories, namely: Rear Suspension Cross members. Intermediate Cross members. End of Frame Cross members. Special Cross members. Rear Suspension Cross members. For a satisfactory service life, it is necessary to correctly support the rear suspension. To achieve this, each rear suspension hanger bracket should be attached to a cross member. This prevents excessive flexing of the frame rail at these highly stressed areas.

Figure 5.6 A typical single axle rear suspension

5.7.

Figure 5.7 Rear Suspension Cross Members

Figure 5.7 Rear Suspension Cross Members

Figure :Rear Suspension Cross Members for 4-spring type

Intermediate Cross members.

All of the intermediate cross members of a chassis should be similar to avoid stress concentration in the region of the cross member with greater tensional stiffness. Some typical intermediate cross member designs are

Figure 5.10 Detail of Intermediate Cross Member

Figure 5.11 Detail of Intermediate Cross Member

End of Frame Cross member

As the cross members in the rear chassis overhang are of similar design to the other intermediate cross member, it would follow that the End of Frame (EOF) cross member must also be of similar construction. The significant difference between an EOF cross member and an intermediate cross member is that it is frequently used for mounting a tow coupling or that it may be a low profile design to suit a tapered chassis rail.

Figure 5.12 Over Hanging End cross Member

Figure 5.12 Over Hanging End cross Member

Figure 5.13 End Cross Member

5.2.2 Factors Affecting Cracking Frame cracking may be due

Holes drilled in frame rail flanges or too close to other holes. Incorrect welding procedures (i.e. undercutting, no preheat, slag inclusions, transverse welding of flanges etc.). An abrupt change of section (i.e. a square end on a reinforcement or body sub-frame). Overloading of chassis (i.e. vehicle loaded beyond its designed capacity). Insufficient reinforcement. Over length wheelbase.

Incorrect cross members (i.e. torsionally stiff cross members). Suspension too stiff (i.e. suspension capacity greater than frame capacity). Incorrect body mounting (i.e. rigidly mounted tanker). Excessive frame cut-outs; even a grinding notch on a flange can propagate a crack. Accident damage.

5.2.3 Procedures to be avoided Unless otherwise stated by the manufacturer: Cracked heat treated (high tensile) frame rails should not be repaired. Bent heat treated (high tensile) frame rails should not be straightened but should be replaced.

5.2.4 Eliminating Cause of Failure

Prior to repairing a frame rail crack, the reasons for its occurrence must be established and the cause/s eliminated. This may involve major reinforcement of the frame rails due to inadequate rail strength or it may only involve tapering an existing reinforcement section or replacement of a cross member. Some common places for frame cracking 1. Just behind the rearmost front spring hanger bracket. This is due to this region of the frame rail having numerous stress raisers i.e. numerous holes for mounting engine support brackets, cab mounts, spring hangers, fuel hangers, fuel tanks, battery box etc., the change in section due to the start of the body sub-frame, the input of torque reaction from the engine and the loads from the spring hanger.

Figure 5.14 Design Criteria for Hole

2 Cross member gussets. (Gussets must not be repaired and must be replaced with new gussets of the same style.)

Figure 5.14 Design Criteria for Hole

Note: Chassis frame rail reinforcement must not be terminated within this area

Different design of front end Cross Member(see figure 3.2)

Different design of spring Cross Member

Different design of spring Cross Member

Different design of Engine mounting Cross Member

Different design of Engine mounting Cross Member

Different design of Back End Cross Member Different design of Back End Cross Member

Different design of Internal Cross Member

Different den of Internal Cross Membersig

CALCULATION OF CHASSIS STRENGTH [3, 5, 7]

These parameters are: 1. Wheelbase of vehicle, WB (m). 2. Rear overhang, measured from the centre line of the rear axle or bogie to the rear end of frame, ROH (m). 3. Distance from the forward end of the load (i.e. back of the cab) to the rear axle or centre line of bogie, CA (m). 4. Tare mass over front axle, TF (kg). 5. Tare mass over rear axle(s), TR (kg). 6. Maximum allowable mass over front axle(s), MF (kg). 7. Maximum allowable mass over rear axle(s), MR (kg). 8. Gross Vehicle Mass, GVM (kg).

Allowable yield stress of the chassis rail material, YS (MPa).

10 Chassis rail section modulus, Z (m3). (Section module for common chassis rails are

QUICK CALCULATION FOR REQUIRED CHASSIS RAIL REINFORCEMENT WITH WHEELBASE ALTERATION

This appendix describes a method by which the required channel rail section modulus and hence, reinforcement, for a vehicle that has had a wheelbase alteration may be found. Note that the method is based on the following assumptions: 1. .No change in the vehicle's original GVM as given by the manufacturer is involved. 2. .The yield strength of the chassis rail material after alteration will be 250 MPa. 3. .The Section Modulus x Frame Yield Strength, known as the Resisting Bending Moment, RBM, of the modified chassis will be equal to the Resisting Bending Moment of the original chassis.

 After the modification of the chassis frame analysis is must required. Chassis frame is subjected with different types of forces like static, vibration, dynamic, torsion. For the satisfactory performance all the stresses must come below the maximum allowable stresses. It means there should be no failure under the maximum loading condition. Future scope includes the all kind of analysis that mention in above paragraph. It is essential for the satisfactory performance. Compare those CAD analysis data with the physical analysis data. If they are not matching then do the nessesory modifications in the frame design.

Different types of loading condition for the chassis frame as shown in figure 7.1 Figure 7.1 Different types loads on Chassis frame [2]