FACULTY OF MECHANICAL ENGINEERING

UNIVERSITY OF TECHNOLOGY MARA

SHAH ALAM, SELANGOR
MEC532 MECHANICAL ENGINEERING DESIGN 1
FINAL REPORT

PROJECT TITLE:
DESIGN & FABRICATE A SINGLE SEATER VEHICLE
(CHASSIS)

TEAM LEADER
SIGNATURE:

: AHMAD HASSAN B MUHD MUHAYYIDIN

(20133411786)

TEAM MEMBER
SIGNATURE:

: MOHAMAD HAZIM FAHMI BIN MOHD YAMIN

TEAM MEMBER
SIGNATURE:

: MOHAMAD ZAID BIN MOHAMAD ZAILANI

(2012241394)

TEAM MEMBER
SIGNATURE:

: MUHAMAD SHAFIQ BIN SAUFI

TEAM MEMBER
SIGNATURE:

: MOHAMAD FARIZ AIZAT BIN ABDAIN

(2012223106)

TEAM MEMBER
SIGNATURE:

: KU SITI FATIMAH AZZAHRA BT KU MOKHTAR

(2012226818)

(2012876726)

(2012540029)

PROJECT ADVISORS: Dr. AZIANTI ISMAIL

ABSTRACT
This design project is the requirement for Part 5 students of Faculty of Mechanical
Engineering. Each class were required to design a single seated vehicle which comprises 6
departments from each class which are chassis department, bodywork and safety department,
braking department, steering department, powertrain department and suspension department.
We are from chassis department were required to build a strong and light chassis for our
single seated vehicle. Aspects of ergonomics, safety, ease of manufacture and reliability are
incorporated into the design specifications. Analysis are conducted on all major components to
optimized strength and rigidity, improve vehicle components and to reduce complexity and
manufacturing costs.
3D models have been made for analysis purpose by using CATIA software and analysis
has been made. 3D assembly models of the single seated vehicle are designed for understanding
purpose.

ACKNOWLEDGEMENT
Apart from the effort of us, this design project was done successfully because of the
encouragement and guidelines from many others. We would like to take this valuable opportunity
to express our gratitude to the people who have been a big help to us during completion of this
project.
First and foremost, We would like to thank our beloved lecturer Dr Azianti Ismail , who
has supported us throughout this project with his patience and knowledge. Guidance by him
physically and mentally is very valuable. He inspired us greatly to work in this project. His
willingness to motivate us contributed tremendously to our project. All these are the vital factors
which drive us till the end.
Secondly, we would like to offer our sincerest gratitude to members from other
department who provide us useful opinions and suggestions along the implementation of this
project. Their support made us able to complete this project. They are always by our side without
tired and fail when they are needed. Beneficial advices are obtained from them.
On the other hand, we would like to take this opportunity to thank our family members
for supporting and encouraging us during the completion of this project. Our deepest gratitude
from the bottom of our heart for the support, encouragement and inspirations we obtained during
this project.
Last but not least, we would like to thank everybody who was important to the successful
realization of this design project as well as expressing our apology that we could not mention
personally one by one.

1.0 ORGANIZATION CHART

GROUP LEADER
AHMAD HASSAN

HEAD OF PRODUCTION
MOHAMAD FARIZ AIZAT
PRODUCTION

ASSISTANT

HEAD OF DESIGNER
MUHAMMAD SHAFIQ
ASSISTANT DESIGNER

SECRETARY
KU SITI FATIMAH
AZZAHRA

1.1 INTRODUCTION
Chassis is the most important part of fabricating of single seated vehicle. Its department
plays a very important role because it is much related to other components of the vehicle. The
change in dimension and design of chassis will affect the designation of other component of the
vehicle. Chassis consists of an internal framework that supports a man-made object in its
construction and use.
Chassis serves as an aero device, both by directing air but also by supporting the
deflection of other aero components. The chassis also act as the driver's center of confidence. If
the driver does not feel safe, either due to weak impact zones or flexi suspension feedback, he
will not go fast. Arguably more importantly, he may be injured by an unsafe chassis. Finally, the
driver must be entirely comfortable.
A good chassis must have following characteristics:

Be structurally sound in every way over the expected life of the vehicle and beyond. This

means nothing will ever break under normal conditions.

Maintain the suspension mounting locations so that handling is safe and consistent under

high cornering and bump loads.

Support the body panels and other passenger components so that everything feels solid

and has a long, reliable life.

Protect the driver from external injuries. For this project, we are going to build a single
seated vehicle based on SAE car formula. All specification will be based on SAE car
formula.

PROJECT PLANNING
GANTT CHART

2.0 LITERATURE REVIEW

2.1.1 Studies on Chassis Design
Functions of chassis design
1.
2.
3.
4.
5.

To carry load of the passengers or goods carried in the body.

To support the load of the body, engine, gear and others system.
To withstand the forces caused due to the sudden raking or acceleration.
To withstand stresses caused due to the bad road condition.
The withstand centrifugal force while cornering.

Types of chassis frames

There are several types of chassis frames that have been studying such as:
1. Conventional frame
2. Integral frame
3. Semi-integral frame
Conventional frame
It has long side members and 5 to 6 cross members joined together with the help of rivets
and bolts. The frame sections used generally have 3 sections. The first section is channel
section which has good resistance to bending. Second is the tabular section which
supposedly has good resistance to torsion. Whereas the box section may has good
resistance to both bending and torsion.

Figure 1: Conventional frames

Integral frame
This type of frame is used nowadays in most of the cars. There is no frame and all the
assembly units are attached to the body. All the functions of the frame carried out by the
7

body itself. Due to elimination of long frame it is cheaper and due to less weight and
most economical too. The disadvantage is difficulty in repairing of the chassis.

Figure 2: Integral frame

Semi-integral frame
In some vehicles, half frame is fixed in the front end on which engine gear box and front
suspension is mounted. It has the advantage when the vehicle is met with accident the
front frame can be taken easily to replace the damaged chassis frame. This type of frame
is used in FIAT cars and some of the European and American cars.

Figure 3: Semi integral frame

Frame Loading
Generally there are various loads acting on the frame which is:
1. Short duration load acted on frame while crossing a broken patch.
2. Momentary duration load acted on frame while taking a curve.
8

3.
4.
5.
6.

Impact loads acted on frame due to collision of the vehicle.

Inertia loads may experience this load while applying brakes.
Static inertia it is the loads due to chassis parts at static condition.
Over loads happened when the load is beyond design capacity.

2.1.2 Studies on Materials for Chassis

In this material selection part, we have to consider many properties of material before making the
choice. There several type of material that can be compared such as steel, aluminum and
titanium.

Steel
The properties that need to be considered:
1. Strength
2. Toughness
3. Ductility
4. Weldability determined by the chemical content of the alloy, which is governed
by limits in the product standard.
5. Durability depends on the particular alloy type

Figure 4: Schematic Stress Strain diagram for steel

Figure 5: Stress Strain behavior for steel

Aluminum
Properties
Weight
Strength
Linear expansion
Machining

Description
Very light with a density one third that of steel.
Tensile strength: 70 to 700 MPa strength will
decrease high temperature increase.
Aluminum has relatively large coefficient of
linear expansion
Easy to be operated by machining such as
10

milling, drilling, cutting, punching, bending

and many more. Plus, the force exerted during
machining is low
Aluminum's superior malleability is essential
for extrusion. With the material either hot or
cold, this property is also exploited in the
rolling of strips and foils, as well as bending
and other forming operations
Excellent conductor of heat and electricity.
Able to join by fusion welding, friction stir
welding, bonding and taping.
Good reflectivity of both visible light and
radiated heat
Tight aluminum boxes can effectively exclude
or screen off electromagnetic radiation. The
better the conductivity of a material, the better
the shielding qualities.
Aluminum reacts with the oxygen in the air to
form an extremely thin layer of oxides. This
layer is dense and provides excellent corrosion
protection. The layer is self-repairing if
damaged. Aluminum is extremely durable in
neutral and slightly acid environments. In
environments characterized by high acidity or
high basicity, corrosion is rapid.
Able to avoid interference of magnetic fields

Formability

Conductivity
Joining
Reflectivity
Screening EMC

Corrosion resistance

Non-magnetic material

Table 1: Properties of aluminum

Titanium
TEMPERATURE
Melting point: 1941 K (1668 oC / 3034 oF)
Boiling point: 3560 K (3287 oC / 5949 oF)
Liquid range: 1619 K
Critical temperature: no data K
Supercondition temperature: 0.40 K (-272.7 oC / -458.9 oF)
11

EXPANSION AND CONDUCTION PROPERTIES

Thermal conductivity: 21.9 Wm-1 K-1
Coefficient of linear thermal expansion: 8.6 10-6 K-1

BULK PROPERTIES
Density of solid: 4507 kg m-3
Molar volume: 10.64 cm3
Velocity of sound: 4140 ms-1

ELASTICITY PROPERTIES
Young's modulus: 116 GPa
Rigidity modulus: 44 GPa
Bulk modulus: 110 GPa
Poisson's ratio: 0.32

HARDNESS
Mineral hardness: 6.0
Brinell hardness: 716 MNm-2
Vickers hardness: 9700 MNm-2
2.1.3 Studies on Joining of Chassis

Gas metal arc welding (GMAW) is an arc welding process in which the electrode is a
continuous and consumable bare metal wire, and a shielding gas are fed through a welding gun.
Wire diameters ranging from 0.8 to 6.5 mm are used in GMAW. The size depends on the
thickness of the parts being joined and the desire deposition rate. Gases are used for shielding
include inert gases such as argon and helium, and active gases such as carbon dioxide. Selection
12

of gases depends on the metal being welded, as well as other factors. Inert gases are used for
welding aluminum alloys and stainless steels, while CO 2 are commonly used for welding low
and medium carbon steels.
Gas metal arc welding (GMAW), sometimes referred to by its subtype metal inert gas
(MIG) welding or active gas (MAG) welding. It is a semi-automatic or automatic arc welding
process. The welding process operates by using the direct current power source usually with the
wire electrode positive, is most commonly used with GMAW but constant current system, as
well as alternating current, can be used. This is known as reverse polarity where the straight
polarity is used because of the poor transfer of molten metal from the wire electrode to the
workpiece. There are four primary methods of metal transfer in GMAW, called globular, shortcirculating, spray, and pulsed-spray, each of which has distinct properties and corresponding
advantages and limitations.

Figure 6: Gas metal arc welding

2.1 Design requirement
1. Only structural space frame chassis type are allowed ( no monocoque type )
2. The chassis must be made from structural steel or structural steel alloy tubing meeting the
ISO 4948 classifications and the ISO 4949 designations. Alloy steel having at least one
alloy element the mass content of which > 5% are forbidden.
3. The vehicle chassis must be equipped with an effective roll bar that extends 50mm
around the driver's helmet and also extends in width beyond the driver's shoulders when
seated in normal driving position.
13

4. Any roll bar must be capable of withstanding a static load of 700 N (approx.70kg )
applied in vertical, horizontal, or perpendicular direction, without deforming
5. The driver must have adequate visibility to the front and sides of the car. With the driver
seated in a normal driving position he/she must have a minimum field of vision of 200
degrees (a minimum 100 degrees to either side of the driver).
6. The required visibility may be obtained by the driver turning his/her head and/or use of
mirrors.
7. The side impact structure for tube frame cars must be comprised of at least three (3)
tubular member located on each side of the driver while seated in the normal driving
position.
8. All necessary analysis and calculation (e.g. front and side impact analysis, roll bar
analysis, C.O.G location, structural strength analysis (bending/torsion), material use
analysis, joint method analysis (bolt/welding/other joint method)

3.0 PHASE 1: CONCEPTUAL DESIGN

3.1 Objectives
Striving to achieve the major aims, the chassis department focuses on
1. To perform aesthetic chassis design while fulfilling specification stated by faculty.
2. To perform a successful analysis of chassis of a single seated vehicle while incorporated
with all department.
3. To produce a complete reliable of 3D model chassis design of a single seated vehicle with
assist of CATIA software.
4. To design a chassis that will be easily adaptable and adjustable.
3.2 Problem Statement

14

1. The chassis must be equipped with an effective roll bar that extends 50mm around the
drivers helmet.
2. The roll bar must capable to withstand 700N applied in a vertical, horizontal or
perpendicular direction without deforming.
3. The minimum field of vision of driver must 100 degrees to either side of the driver.
4. The side impact structure must be comprised at least 3 tubular members located on each
side of the driver.

3.2 Product Design Specification

PRODUCT
MASS

: Chassis for Formula Student Car

: Approximate 40kg

SIZE
(1050mm)

: Length (2090mm), width (510mm), height

TIMESCALE

: 18 weeks from initial phase to manufacturer.

COST

: RM 176.70

QUANTITY

: 51 pieces

SAFETY

: Designed to hold collision impact

since the frame not
damage badly in
case of accident.

COMPETITION

: Various chassis from other FKM group

MAINTAINANCE

: Welded joint need to be inspected.

15

MANUFACTURING FACILITY

: TIG Welding machine, grinder, cut off

machine, hydraulic bending machine.

INSTALLATION
welding

: All of the pieces will be join by spot and TIG

MATERIALS

: Mild Steel

3.3 Physical Decomposition

Figure 7: Physical decomposition of chassis

16

Physically, chassis does not have physical component to dissect. Therefore the chassis is
divided into 4 subcomponents which are front component, central/cockpit component, rear
component, and bodywork component.
The front component will be design to install suspension system, braking system, and
steering system. While at the central of chassis it is where the brake pedal and the throttle pedal
will be located. As for rear component, we will design appropriate section for power train
installation, braking and suspension system. The whole bodywork of the chassis design must
have cooperation with bodywork department in order to achieve the aesthetic design of car body.

3.4 Functional Decomposition

Figure 8: Functional decomposition of chassis

The chassis carrying few functions such as provide safety and reliability, acquire
ergonomic design, aerodynamic, high durability, high stability. Chassis must have strong and
17

rigid frame in order to provide safety for driver during impact. It must be reliable to absorb the
impact so that any injury on the driver can be avoided.
It is important for the chassis to be in ergonomic shape so that the chassis can have high
aesthetic value to attract people plus providing comfort and user friendly in which the driver
should be able to easily get into and out of the car. There also must not have any sharp edges
from the internal space to ensure the driver safety. The aerodynamic of the chassis will play an
important role for bodywork to design the car body; a good design of chassis will help in
increase velocity of the car.
The chassis frame must be durable as it is the main component where other systems will
be attached. It must able to withstand normal stress and shear stress. Other than that, the chassis
is design to be stable at all driving condition for example during static, cornering, high speed
condition, and braking condition. It must also able to withstand the vibration of the car to protect
internal system breakdown.
3.5 Morphological Chart

MATERI
AL
STEEL

BAR
SHAPE

FRONT

COCKPIT

REAR

RECTANG
LE

ALUMINIU
M

Design 1

ROUND

Design 2
Design 3

18

TITANIUM
OVAL
Design 4

ALLOY

Figure 9: Morphological chart

Morphological chart is a pictorial approach to illustrate a designers ideas and help to
choose the best design to meet with the function requirement. Multiple designs for each of the
function are first listed in form of the table. Basic approach to create the chart is by listing the
function requirement on the left side of the table, while on the right side, different mechanisms
which can be used to perform the functions listed are drawn. A morphological chart can be a big
and complex chart based on the designers idea, function decomposition of each part and also
different mechanisms gathered from their literature review itself. The idea generation is finally
accomplished by creating single systems from different mechanisms illustrated in the
morphological chart.
Our chassis department had conducted a lot of research and review from various
resources including the chassis designed by the student before. Throughout brainstorming, we
learn that chassis design is basically can be decomposes to three major function which is cockpit,
front and rear frame. We understood that cockpit is the most crucial area as it is where the driver
is placed. So, it has to be built with the sense that it can bear the impact front all side of the
driver however it is also important to make sure the cockpit area is effective enough that it does
not significantly affect the overall weight and size of the car. The chart above shows 4 ideas of
cockpit design.
The front skeleton of the car is where the other part of the car is mounted. It is
interconnected with the suspension, braking and steering system. Front frame is also where the
19

braking and gas pedals are located. Based on this fact, it is necessary for the framework to be
well concomitant with the parts joining point without neglecting the drivers space to freely
handle the pedals. It is also important to guarantee that the driver is fully protected from the front
impact and absorb the impact at particular speed. However the attenuator design is charged under
bodywork department and is not being included here. The very last part is the rear frame which
can be considered as engine compartment.

3.6 Pugh Concept Selection Method

Criteria

Weight Concept1

Weight Of Chassis

Concept
2
+

Concept
3
+

Concept
4
+

Durability
Cost
Ergonomics

8
9
5

+
+
+

+
+

+
-

Stability

Safety

Aesthetic value

Aerodynamic

20

Sum of +s
Sum of s
Total Weighted

7
1
42

6
2
20

4
4
-2

2
6
-26

Figure 10: Pugh Concept Selection Method

Pugh concept selection method is a method for concept selection using a scoring matrix
called the Pugh Matrix. It is implemented by establishing an evaluation team, and setting up a
matrix of evaluation criteria versus alternative embodiments. The scoring matrix usually
associated with the QFD method and is a form of prioritization matrix. These get converted into
scores and combined in the matrix to yield scores for each option.

Effective for comparing alternative concepts

Scores concepts relative to one another

Iterative evaluation method

Comparison of the scores generated gives insight into the best alternatives.
Based on the figure above, the concept 1 which is the design 1 attains the highest score
with weighted of 42. This is because in the design 1, the bar shape selected is rectangle cross
section shape. This shape can be easily found in the market in cheaper price. The front skeleton
chosen is the most practical shape for the chassis with enough support beam and easy to
assemble. The cockpit of design 1 has 3 tubular members as required from specification and the
roll bar is high, and easy to fabricate. Whereas at the rear skeleton, the design 1 compartment
engine is better compare to other type in the morphological chart. The 3rd design of rear skeleton
have smaller base. This will effect in terms of stability of the chassis. It provides large space yet
less complexity of geometry shape. In terms of scoring in the Pugh method the design 1 may fit
all others criteria except for the weight is the minus point due to few support that need to be
added to withstand load. Therefore, design 1 is chosen based on the high value in criteria of
durability, ergonomic shape, stability, safety, aesthetic value, aerodynamics but still in the lowest
cost.
For concept 2 there are two minus point on two criteria which is cost and stability. This
result in total weighted of 20. As for concept 3, it obtains the least total weighted of -2 due to
many minus point in four criteria which is the cost, stability, ergonomic and aerodynamic. The
21

cost is high due to the using of I-bar cross section. This I-bar is very expensive same as in
concept 2. The cockpit skeleton is wider thus not good in terms of aerodynamic.

4.0 PHASE 2: EMBODIMENT DESIGN

4.1 Product Architecture
All structures are made from rectangular cross-sectional shape.

Suspension
Steering

system

system

22

Rear
skeleton
Suspension
system

Power train

Front
skeleton

Overall
skeleton

Braking system

Braking system

Bodywork and safety

The product architecture is the arrangement of physical elements to carry out its required
function. Chassis play an important role to all others department function. Chassis will provide
space to assemble systems. The front skeleton is the position where the suspension system will
be installing. From the suspension system the braking system will attach its brake disc and others
component. In the same time, the steering department will attach its knuckles, and steering
system of rack and pinion.
On the rear skeleton, the chassis is design to fit the size of engine used that had been
decided by power train department and also for the back tires from suspension department and
braking department since brake system is on the all four tires. For the overall chassis, the

23

bodywork and safety will design the skin of the body and also the attenuator, driver seat and
others important safety component of the car.
The chassis is Design for Human Factor in which the determination of the size of the
cockpit is by measuring the actual driver size. Besides, we also added up some tolerances to the
dimension of the driver size so that the driver can easily get into or out from the car. In the inside
of the framework, the bodywork department may also attach safety padding at the side to prevent
injury in case of high impact and provide comfort for driver.

4.2 Configuration Design

The designation of chassis is based on Human Factor thus measuring the driver size is at follows.

24

Figure 11: Driver dimension

Our driver will be seated at that particular position and his shoulder width are also
measured. After added few tolerances and discussing with other department of system, the final
dimension is decided.

Figure 12: Base dimension of chassis

4.3 Product Development

25

Figure 13: Flow chart of the product development

DESIGN 1

26

Figure 14: Isometric view of design 1

The diagram shows the first design that we made. The first design does not have enough
support therefore some beam need to be added. All the blue highlighted lines are the beams that
need to be improved. Here, we improve on the back roll bar, the base of driver seat, the side
impact tubular member, and the support between the roll bar and the engine cage.

27

DESIGN 2

Figure 15: Isometric view of design 2

From the figure above, all the modification in design 1 has been done. However, on the
front roll bar the height need to be increase to provide space for steering department to place
their steering, and the shaft needed for the system. As the front roll bar is increase the back roll
bar must also increase in order to fulfill requirement by faculty that the effective roll bar must
extend 50mm around the driver helmet.

28

DESIGN 3

Figure 16: Isometric view of Design 3

As seen in the figure above for the 3rd design, the improvement is less. The blue lines are
only on the base of the driver seat. We decided to change the driver seat support to ease the
fabrication process by according to Design for Assembly (DFA). Before the modification, the
inclined bar will be welded on the sharp corner in which, precision to cut the bar according to the
angle is difficult due to limited of machinery in the workshop. If the angle of the bar is not
precise the weld of the joint will not enough to withstand load thus the structure will fail.

29

DESIGN 4

Figure 17: Isometric view of design 4

The figure above shows the final improvement that we made. Two long beam is added on
the base of the chassis to support the power engine at the rear. Front chassis will support the
steering, braking and suspension system. On the front side, few vertical beams is added to enable
shaft placement of suspension and the same time avoid force deformation acting from vertical.
Supports are also added at the rear to help in supporting the back roll bar and the engine cage.

30

FINAL DESIGN

Figure 18: Final Design

The figure shows our complete of final design. After went through a number of
revolution, modification of support and cooperation with other department, we believe this is the
most reliable, stable and fulfill others functional department.

31

4.4 Parametric Design

Figure 19: Parametric Design 1

32

Top view

Front view

33

Side view
Isometric view

Figure 20: Parametric Design 2

34

Top view

Side view

35

Front view
Isometric view
Figure 21: Parametric Design 3

36

Top view

Side view

37

Front view

Isometric view
Figure 22: Parametric Design 4

38

Top view

Side view

39

Front view

Isometric view

4.5 Analysis of Chassis

Analysis on the chassis must be done in order to identify the strength of the structure in
various conditions such as during static condition, moving at particular velocity, impact
40

condition and many more. During each condition, the strength of material is differing from each
other. The strength of the structure can be determined by using CATIA or ANSYS. By using
CATIA, the analysis is carried out through numerical technique of finite element method (FEM).
FEM encompasses methods for connecting many simple element equations over many small
subdomains, named finite elements. In order to approximate a more complex equation over a
larger domain where using the manual calculation is impossible, these finite element method is
applied. Therefore to ease the determination of stress acting on chassis frame, this method can be
used such that Von Misses stress will be induced in the structure is determined and next can be
compared with the yield strength of materials. Besides that, we can also obtain the translational
displacement vector.
There are numbers of test that we perform on our chassis frame such as:
1.
2.
3.
4.
5.
6.
7.
8.

Side impact test

Front impact test
Clash torsion test
Clash torsion frontal moment test
Chassis acceleration test
Mass and center of gravity test
Mounting test
Complete test

1. Side Impact Test

41

Figure 23: Von Mises stress side impact

Figure 24: Translational displacement vector side impact

The figure 23 above shows how the load acted on particular point on the structure and
amount of stress induced. In this analysis we let 700N loads acted on the side of the tubular
member of the chassis. The yellow arrow on the diagram shows the point where the load is acted
42

on. As the force is applied, the Von Mises stress will be induced accordingly to the loads acted
on. The scale on the side of the figure with colour palettes shows the amount of Von Mises stress
that had been induced in the structure. In the same time, on the chassis skeleton the effect of
deformation can be seen clearly and visualization of colour palettes as same as on the scale
appear. To achieve a successful test analysis the maximum Von Mises stress located at bright red
scale must lower than the yield strength of material.
From the scale, the red colour which is the top scale is 3.22 106 N/m2. This is the
maximum amount of the stress induced in the structure when 700N. Comparing this value to the
yield strength of the material which is 5.0 108 N/m2, the maximum Von Mises stress induced
is very low compare to the yield strength of materials. This shows that the chassis are strong
enough and will not fail when force acting on the side of the frame is as required in the
specification which is 700N.
Figure 24 shows the translational displacement vector when loading is acting on the side
of the chassis. This figure will visualize the field pattern which represents a vector field quantity
equal to the variation of position vectors of material particles of the system as a result of loading.
As the force of 700N is acted on the point in the figure, the red visualization shown at the chassis
will translated about 3.62mm from its original position. This is the maximum value of
translational displacement of the chassis. The further the area from the point loading, less
translational will occur on that particular area of tubular member. The least translational occur on
the structure is 0.362mm according to the blue colour variation on the figure. The colour field
pattern on the chassis is translated accordingly to the value on the scale of the colour variation on
the side of the figure.
As a conclusion, the side impact test is successfully done due to low value of maximum
Von Mises stress acting on the side of the chassis is achieved and the translational displacement
vector is too small.

2. Front Clash Test

43

Figure 25: Von Mises stress front clash

Figure 26: Translational displacement vector front clash

44

Figure 25 shows the Von Mises stress acted upon clash happen at the front skeleton of the
chassis. The condition of the chassis is static. In this test we let 700N of load acted on the point
shown by yellow arrow in the figure. Therefore the maximum Von Mises stress obtained from
this test is the 4.085 106N/m2. Comparing with the yield strength of the material which is 5.0
108N/m2, the Von Mises stress that induced in the structure are much lower than the yield

strength of material. According to the analysis figure, the stress will occur on the frontal area
with at with the bright red colour. But, however we can see clearly that the colour variation is not
obvious. The minimum Von Mises stress is induced in the structure is only 707.56N/m2.
The figure 26 shows the translational displacement vector of front clash. As we can see in the
figure when we let 700N force act on front, at front edge of the chassis the colour turns red, at
this area the translational displacement is at maximum which is 4.21mm from its original point.
On the orange area the translation displacement is 3.79mm from its original point. The colour
field pattern changing as the area gets further from point loading and the translational
displacement also reducing. There is some area with no translational displacement in when the
colour is same as the bottom scale of blue. This show that these areas are not affected at all when
the force is applied.
As a conclusion, the front clash analysis successfully achieve a good result in which the
structure will not fail when the required force is applied and only little movement will occur on
beam at edge of front chassis.

45

3. Clash Torsion Test

Figure 27: Von Mises torsion

46

Figure 28: Translational displacement torsion

Figure 27 shows torsional force acted on the front of the chassis. The point loading is placed
at the edge of front chassis to determine the stress induced in the structure. The loading is a
torsion load of 700N acting in static condition. As we run the analysis, the Von Mises stress is
induced and it starts to show the colour pattern thus comparison can be made. The highest stress
that induced is 6.44 106N/m2. Comparing with yield strength of material which equal to 5.0
108N/m2, the Von Mises stress is lower. The structure will twisted in the direction of force
acting. No deformation will occur. The minimum Von Mises stress is 1.91 103.
Figure 28 give the value of translational displacement on the point loading. On the red area
which displacement is at maximum, the displacement is 6.06mm from the original position. The
orange area, the displacement occur is 5.46mm. Wheareas on the yellow area, the displacement
is 4.85mm from its original position. If we can see the displacement of is happen on the other
side of the point loading, it is not impossible because the drawing might have some error in
which the length is not perfectly same on both side.
As a conclusion, the test is successful since the induced stress is less than the yield strength
of material plus very small displacement occurs on the chassis structure. The structure is safe
enough and suitable for installation of suspension, braking, and steering system at the front
skeleton due to stability of the front chassis from torsional moment acted upon it.

47

4. Clash Torsion Frontal Moment Test

Figure 29: Von Mises clash torsion frontal moment

48

Figure 30: Translational displacement clash torsion frontal moment

Figure 29 shows when the clash happens in the form of twisting the chassis in the
direction of the yellow round arrow in the figure. In this we let the arrow carry 700N acting
while the side of the chassis is clamp so that it can resemble the attachment of suspension and
other component. These clamps also have loading acting. It is in the static condition As we run
the analysis, the maximum Von Misses induced is 1.36 107N/m2. Even though it is the
maximum value of stress induced it is much lower compared to yield strength of steel which is
5.0 108N/m2. The minimum stress induced is 9443.76N/m2.
Figure 30 shows the translational displacement of the chassis skeleton when the followed
condition is occur. The maximum translational displacement is happens only on one side of the
chassis in which the red area is shown the figure. The value of the translational displacement is
quite high compared to other test; it is around 40.7mm from original position. The minimum
translational displacement is 4.07mm and there are some areas which are not affected or move
from original position.

49

From the result of analysis obtain, we can conclude that the moment acted upon structure
may not cause the chassis to fail. This is due to the amount of stress induced when the desired
force acting on the particular position is not exceed the yield strength of the material and
consequently only small translational displacement occur. The factor of safety secured.

5. Chassis Acceleration Test

50

Figure 31: Von Mises acceleration

Figure 32: Translational displacement acceleration

Figure 31 shows the Von Mises acting on the chassis during acceleration at 30m/s2. The point
loading can be clearly seen by the four arrow acted on the back roll bar. Each arrow gives 30m/s2
on the point shown. By finite element method, it helps us to determine the result of the analysis
which is also in terms of the Von Mises stress. Therefore, the maximum stress achieve is 4.22
106N/m2 in which this value can be obtain from colour field pattern at the right side of the

figure. As usual it is still less than the yield strength of the material used thus we can say that it is
not deformed under the stated acceleration condition.
In order to identify the translational displacement occur at this condition, we may observe the
figure 32 above. The maximum translational displacement occurs on the top of the roll bar with
the value of 9.72mm. The region is shown clearly on the figure where the red field pattern is
seen. Whereas, the minimum displacement is 0.972mm .
Here, we can conclude that the structure is stable and be able to withstand the moving
condition at stated acceleration without fail. Once again, the safety factor is secured. The back
support that had been modified through 4 design shows it function. The analysis is success.
51

6. Mass and Center of Gravity Test

Figure 33: Mass and center of gravity.

52

Center of Gravity (COG), is the point at which all of the weight of an object appears to be
concentrated. If an object rotates when thrown, the center of gravity is also the center of rotation.
When an object is suspended so that it can move freely, its center of gravity is always directly
below the point of suspension. An object can be balanced on a sharp point placed directly
beneath its center of gravity. It is important for automobiles and trucks to have their centers of
gravity located close to the road, because a low center of gravity gives them stability. Our center
of gravity is located 239.025mm from the ground. At the center of viewed from front and center
if view from the side view.
Mass is needed to calculate the inertia of the chassis and the force needed to stop the
moving car, therefore the mass of chassis must be included in the calculation for other
department to determine their parts of research.

7. Mounting Test

Figure 34: Von Mises mounting

53

Figure 35: Translational displacement mounting

Figure 34 is the Von Mises induced in the structure at static condition while all bracket
for suspension is mounted. The chassis will be held by the shaft, therefore it is important to
identify stress that can be withstand by the chassis frame when all component is mounted on it.
We using the Von Mises stress to compare with the yield strength of material. By applying 100N
of each clamp, the analysis can be run and automatically the visualization of colour field pattern
is achieved. The maximum Von Mises achieve is 1.047 108N/m2 and the minimum of
9.68N/m2. The maximum Von Mises is lower than 5.0 108N/m2 (yield strength of steel). The
chassis pass the mounting analysis. It able to withstand all forces from systems acted on it.
The maximum translational displacement in the figure 35 is 96.8mm from its original
position. It is decreases gradually downward the scale of the colour field pattern until the
displacement is zero and the most bottom of blue. The red area is not as much as previous test
therefore it unable to be seen clearly.
However the analysis pass successfully due to Von Mises stress lower than yield strength
and also the maximum translational displacement value is still consider as small.
54

8. Complete Test

55

Figure 36: Von Mises complete test

Figure 37: Translational displacement of complete test

Figure 36 shows the complete test of the chassis at the static condition. Here the driver
weight is also included together with the mounting of all system required and the test that had
been done for all condition before. The chassis have many forces acted on various positions. By
considering the maximum value of Von Mises stress we can easily compare with the yield
strength such that the maximum Von Mises stress is 2.07 107N/m2. The yield strength is
relatively higher than Von Mises stress thus the structure is reliable to be used. The red area is
too small on the edge of the chassis as shown in the above figure.
The figure 37 shows the complete translational displacement of the chassis in which the
maximum value is 13.1mm from the original position. This displacement occurs on back the roll
bar. All the forces acting can be seen in this figure as it indicated by the yellow arrow. The
visualization of colour field changes unevenly throughout the chassis frame. But however the
colour can be matched to the scale thus obtaining all point of translational displacement.
The conclusion is the complete analysis test is the most practical as it consider all the
forces acted on the chassis including the drivers weight but yet it is still a successful analysis
56

because the maximum Von Mises is less than the yield strength material and the translational
displacement is not large.
Figure 38: Properties of material
5.0 DETAIL DESIGN
Figure 39: Detail Dimension of Final Design

57

Top view

Side view

Isometric view
Front view
5.1 EXPLODED VIEW

58

Figure 40: Exploded view

5.2

BILL OF MATERIAL

No

Compon

Quantity

Sources

Material

Price per

Total
59

ent
01

02

03

04

05
06

07

08

09

10

11

12

Base
length
side bar
2090
Base
length
center bar
2040
Base
width side
bar 130
Base
width
center bar
150
Front roll
bar 1080
Back roll
bar
2500
Back roll
bar
support
1000
Back roll
bar
engine
support
805
Front roll
bar
support
666
Upper
front
Side 682
Upper
back side
662
Front &
back
central

Buy

Steel

unit
(RM)
10.40

price

Buy

Steel

10.10

20.20

12

Buy

Steel

0.70

8.40

Buy

Steel

0.80

4.80

Buy

Steel

5.40

5.40

Buy

steel

12.40

12.40

Buy

Steel

5.00

10.00

Buy

Steel

4.00

8.00

Buy

Steel

3.30

6.60

Buy

Steel

3.40

6.80

Buy

Steel

3.30

6.60

Buy

Steel

2.30

11.50

20.80

60

460
13

14

15

Vertical
short bar
270
Mounting
bracket
upper
Mounting
bracket
lower

12

Buy

Steel

1.40

16.80

16

Buy

Steel

1.20

19.20

16

Buy

Steel

1.20

19.20

TOTAL: RM 176.70

6.1 DISCUSSION
From our progress in designing the chassis, we have certain limitation
in developing the chassis frame. This clogged our designing from what idea
that we already have because of limitation. Firstly, we lack of exposure in
designing component by using software. In designing we use CATIA software
but it is still new for us. Therefore, we are unable to perform any complex
parts in the chassis frame. Plus, we having hard time to study about this
CATIA software with ourselves without further guide from expert. We have to
explore functional of all methods in software that works with experiment
samples and that take long time to master the CATIA software skill. Besides,
we also lack of handcraft skill, specifically in welding so we have to develop
the chassis frame based on our ability. We lack of workshop practice which
result in lacking in the knowledge to develop and built the chassis.
We also consider the cost because we have limited budget which we
cannot afford to exceed the budget and have to create our chassis which our
very own skills and the tools that are provided by the faculty. Even though,
we lack of skill, we cannot afford to hire someone to craft our chassis.
Therefore we have to be a quick learner and craft our very own chassis.
Since we are limiting the cost, we cannot afford to buy fine material such as
titanium. Hence, we have to use the alternative ways by using the materials
provided that is hollow rectangular mild steel.
61

Next is limitation due to technical specification, we are only limited to

structural space frame chassis type only. Therefore we cannot create
monocoque type chassis. From the technical specification, we are not
allowed to use any alloy steel having at least one alloy element the mass
contain of more or equal to 5%. Due to safety regulation, our chassis must
also equipped with an effective roll bar that extend 50mm around the drives
helmet and must be capable of withstanding a static load of 700N which
applied in a vertical, horizontal or perpendicular direction without deforming
and also extend in width beyond the drives shoulders when seated in normal
driving position. The technical specification also limiting us from exceeding
the minimum wheel base of 1000mm and 1500mm maximum. Our vehicle
also limited by length and width of 2500mm and 1400mm respectively.
Hence, because of this specification, our department must also provide
space for other department to install their component without exceeding the
technical specification.
We also have limited time in developing the chassis because to draw
the particular design by using computer-aided drawing in CATIA is time
consuming with our current skills. We also

had a limited time to discuss

which is only two hour a week. It is also time consuming to make adjustment
on our chassis base on modification demand from other department which
keep on changing.

62

7.0

CONCLUSION

The objectives of this project had been successfully obtained. All

the design and analysis for chassis component had been conducted
properly in order to maintain chassis reliability and fulfill demand of
other department. The designated chassis also has followed the
requirement as stated by faculty. Besides, this project also allow
student to explore the using of CAD software (Computer-Aided
drawing). The most important thing is all students will develop their
soft

skills

such

as

leadership,

teamwork,

and

passion

during

accomplishment of this project.

63

8.1

REFERENCES
1. http://www.mechanicalengineeringblog.com/tag/conventional2.
3.
4.
5.

frame/
http://bieap.gov.in/Pdf/automobilechasis.pdf
http://www.colorado.edu/MCEN/MCEN4173/chap_01.pdf
http://catiadoc.free.fr/online/estug_C2/estugbt0503.htm
http://www.learnengineering.org/2012/12/what-is-von-mises-

stress.html
6. http://en.wikipedia.org/wiki/Finite_element_method

64