International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

Design and Analysis of Army Vehicle Chassis

* Tandra Naveen kumar1 N.Jeevan Kumar 2
1PG Student (M. Tech- CAD/CAM, 2 Associate
Professor,
Dept. of Mechanical Engineering,
Holy Mary Institute of Technology and Science, Jawaharlal Nehru technological University, Hyderabad,
India.

Abstract- In the current project manual design carrying Shelter mounted Electronic Equipment
calculations of the army vehicle chassis are
and its accessories.
performed initially and the same design has
been validated using finite element analysis. The Design of the Vehicle Army vehicle
The following analysis was carried out to study
chassis is carried so as to carry the below
the structural integrity of the “Army vehicle
chassis” under various loading conditions. mentioned items. The Army vehicle chassis
Firstly a static analysis with only equipment
design is optimized to keep the weight of the
loads applied. Secondly static analysis in
deployment mode. (The vehicle is lifted from Army vehicle chassis to the minimum. Finite
ground with jacks. Loads on Army vehicle
Element Analysis is carried out for verification.
chassis include equipment as well as bare
vehicle weight). Thirdly Modal analysis to find The Army vehicle chassis has provision to fix the
the Natural Frequencies was carried out. From
following major equipment.
the results obtained some changes were
proposed and implemented to reduce the Shelter: A Shelter will be fixed on to the
deflections and stresses and also efforts are
Army vehicle chassis with bottom four ISO
made to increase the fundamental natural
frequency of the chassis. corners using four Twist locks provided on the

Keywords: Army vehicle Chasis, Deflections, Stress,

Army vehicle chassis.

Modal analysis. Generators: One Generator is mounted on

the front portion of the Army vehicle chassis
1 INTRODUCTION (behind Driver’s Cabin).A frame covering the
Generators with a provision for the exhaust and
Chassis is a major component in a vehicle
hot air outlet with maintenance door is provided.
system. For vehicles, chassis consists of an
Mast: Mast is located between the Shelter
assembly of all the essential parts of a vehicle
and Generators. For better stability and to obtain
(without the body) to be ready for operation on
verticality, the DF mast is located centrally. The
the road. This project deals with the design
Army vehicle chassis is fixed with Manual
optimization of the Army vehicle chassis for the
leveling Jacks which can be easily operated by the
different loading conditions. Army vehicle chassis
Operator. By leveling the Army vehicle chassis,
is steel welded Structure of size built on the
the Mast is made Vertical.
vehicle. The Army vehicle chassis is used for

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

THEORITICAL CALCULATIONS:  Flange Thickness of C-Section (Ft3) =

DESIGN CALCULATIONS OF ARMY 4mm
VEHICLE CHASSIS  Moment of Inertia(MI6) = (w3*h3^3-
 Shear load (σ) = 24 kg(f)/mm^2 (w3-2*t3)*(h3-2Ft3)^3)/12 =
229775mm^4
 Total Load on the Chassis (w) = 4 tons
 Sectional Modulus(Z6) = MI6/h3/2 =
 Weight trasmitted at each Point Load(W) 1823.61mm^3
= w*1000/4 = 4*1000/4 = 1000 kgs Required Sectional Modulus of Long

 Distance between Rails(L) = 1582 mm Member Box Section

 Distance between Shaft Loading
Brackets(Lb) =888mm
 Maximum Bending Moment(Bmax1) =
w*(L-Lb)/2 = 1000*(1582-
888)/2=347000 Kg-mm
 Max Bending Moment(Bmax) =
Bmax1/1000 = 347000/1000 =347 kg(f)-
m
 Required Sectional Modulus(Zr) =
Bmax1/σ = 14458.33333 mm^3  Considered type Cantilever as the long
Sectional Modulus of flat bed C Section for member of Chassis is constrained all the
Long Member sides Shear load (σ) = 24 kg(f)/mm^2
 Height of C-Section (h2) = 75 mm
 Total Load on the Chassis (w) = 4 tons
 Width of C-Section (w2) = 40 mm
 Distance between Rail Wheels along
 Web Thickness of C-Section (t2) = 6 mm
length (L) = 1582 mm
 Flange Thickness of C-Section (Ft2) =
6mm  Distance between Roller Support and load
 Length of Box Section (L2) = 2460 mm Left Side (L1) = 653mm
 Moment of Inertia(MI2) = (w2*h2^3-  Distance between Roller Support and load
(w2-2*t2)*(h2-2Ft2)^3)/12 = 697783.5
mm^4 Right Side (L2) = 653 mm
 Sectional Modulus(Z2) = MI6/h2/2 =  Left Side Reaction(Rl) = w*1000/4 =
4651.89 mm^3
Considered Sectional Modulus of connecting 1000 Kgs

flange  Right Side Reaction(Rr)= w*1000/4 =

 Height of C-Section (h3) = 63 mm 1000 Kgs
 Width of C-Section (w3) = 25 mm  Bending Moment Left Side(Bl) = Rl*L1
 Web Thickness of C-Section (t3) = 4 mm =1000*653 = 653000 Kg(f)-mm

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014
 Bending Moment Right Side(Br) = Rr*L2
= 1000*653= 653000 Kg(f)-mm
 Maximum Bending Moment on the long
member (Bmax2) = Max(Bl, Br) = Max
(653000, 653000) = 21531250 Kg(f)-mm
 Max Bending Moment(Bmb) =
Bmax2/1000 = 653000/1000 = 653 kg(f)-
m = 1000*300= 120000 Kg(f)-mm
 Required Sectional Modulus(Z4) =
Bmax2/ σ =653000/24 = 27208.33333
mm^3
Required Sectional Modulus of flat bed Box
Section
 Considered type Cantilever as the long
member of Chassis is constrained all the
sides Shear load (σ) = 24 kg(f)/mm^2
 Total Load on the Chassis (w) = 1.2 tons
 Distance between Rail Wheels along
length (L) = 1576 mm
 Distance between Roller Support and load
Left Side (L1) = 400mm
 Distance between Roller Support and load
Right Side (L2) = 400 mm
ISSN: 2231-5381 http://www.ijettjournal.org
 Left Side Reaction(Rl) = w*1000/4 = 300
Kgs
 Right Side Reaction(Rr)= w*1000/4 =
300 Kgs
 Bending Moment Left Side(Bl) = Rl*L1
=1000*300 = 120000 Kg(f)-mm
 Bending Moment Right Side(Br) = Rr*L2
 Maximum Bending Moment on the long
member (Bmax2) = Max(Bl, Br) = Max
(120000, 120000) = 120000Kg(f)-mm
 Max Bending Moment(Bmb) =
Bmax2/1000 = 120000/1000 = 120 kg(f)-
m
 Required Sectional Modulus(Z4) =
Bmax2/ σ =120000/24 = 5000 mm^3
3D MODEL OF ARMY VEHICLE CHASSIS
ASSEMBLY
Fig. 1 The 3D Model of army vehicle chassis
assembly
FINITE ELEMENT ANALYSIS
The material properties used for the design of
Army vehicle chassis is given below.
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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

Frame: This consists of C sections made from converted into a parasolid to import into ANSYS.
wieldable quality hot-rolled structural steel IS: A Finite Element model was developed with shell
2062-1999, Grade A, Fe 410WA. and mass elements. The elements that are used for
idealizing the Army vehicle chassis Assembly
Mechanical Properties:
were described below. A detailed Finite Element
Tensile Strength = 410 Mpa model was built with shell and mass elements to
idealize all the components of the Army vehicle
Yield Strength = 250 Mpa
chassis. Modal analysis was carried out to find the
Density = 7850 kg/m3 first 6 natural frequencies and their mass
participations. Changes were also implemented to
The component weight is applied as Loads on the
shift the fundamental natural frequency.The
army vehicle chassis, the distribution of the load
elements that are used for idealizing the Army
is shown in the below table.
vehicle chassis are Shell 63and Mass 21.

Below Table-1 Shows the total Loads applied on

STATIC ANALYSIS FOR EQUIPMENT
the army vehicle chassis
LOAD
Total Structural static analysis is performed on
S.No Equipment Operators
Weight(kg) the army vehicle chassis by applying all the
weights of the components which are mounted on
1. Generator+Generator Cover 600
the chassis. From the analysis the maximum
2. Battery Bank 400 stresses and deflections are identified and
documented. The boundary conditions and
3. Mast+Accessories 775
loading applied on the chassis are shown in the
4. Flat bed 710 below figure.

5. Shelter 1200

TOTAL 3685

FINITE ELEMENT MODELING:

3D model of the Army vehicle chassis assembly

was developed in UNIGRAPHICS from the
design calculations done. The model was then

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

STATIC ANALYSIS IN DEPLOYMENT

MODE
During deployment condition the vehicle is lifted
from ground with jacks. The purpose of this
condition is when the vehicle is on the slanting or
rugged ground, the mast will becoming slant. To
keep the mast always vertical the vehicle is lifted
on the leveling jacks. During this condition Loads
on Army vehicle chassis include equipment as
well as bare vehicle weight and wind load. The
boundary conditions and loading applied on the
chassis are shown in the below figure.

Fig. 2 Boundary conditions and loading

conditions applied for static analysis

Fig. 4 Boundary conditions and loading applied

for static analysis in deployment condition

Fig.3 Deflections and stress plots for static

analysis

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

From the above results obtained in static analysis

in deployment condition some high stressed
locations were observed and to reduce the stresses
additional C-sections were introduced as shown in
the below figure. From the modal analysis it is
also observed that there is a huge deflection at the
center part of the chassis. To avoid this deflection
and to increase the fundamental natural frequency
an additional support structure is added as shown
in the below
figure.

Fig. 5 Deflections and stress plots for static

analysis during deployment

MODAL ANALYSIS

Modal analysis was carried out to

determine the first 10 natural frequencies and
mode shapes of a structure. A Block Lanczos
mode-extraction method is used to extract the
frequencies and mode shapes. Eigen values and
their mass participations in all the three directions
for the first 10 natural frequencies are listed in the
below Table.

Fig.7 Modifications made on the chassis

Fig. 6 1st Mode shape@12.3Hz

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

MODE FREQUENCY PARTICIPATION FACTOR EFFECTIVE MASS

X-Dir Y-Dir Z-Dir X-Dir Y-Dir Z-Dir
1 12.3 -5.37E-02 1.7289 -8.89E-02 2.88E-03 2.98922 7.90E-03
2 18.2 0.31493 -5.46E-02 0.8925 9.92E-02 2.98E-03 0.79656
3 19.9 -0.27852 -1.40E-03 -0.31352 7.76E-02 1.96E-06 9.83E-02
4 29.1 0.89699 0.51368 0.11269 0.80459 0.26387 1.27E-02
5 34.2 -1.1051 0.32009 0.88775 1.22122 0.10246 0.7881
6 39.7 0.21158 -0.16863 0.6775 4.48E-02 2.84E-02 0.45901
7 57.6 0.50195 0.12155 -0.11829 0.25195 1.48E-02 1.40E-02
8 70.6 0.85297 -3.36E-02 0.39199 0.72755 1.13E-03 0.15366
9 77.5 0.15373 3.47E-02 0.62358 2.36E-02 1.20E-03 0.38885
10 83.5 0.19549 3.72E-03 1.03E-02 3.82E-02 1.39E-05 1.06E-04
Table. 2 Eigenvalues and Mass participation in X, Y and Z directions

for the modified chassis as compared to the original

one.
RESULTS AND DISCUSSIONS
In this project manual design calculations of the
chassis are performed initially and the same design
has been validated using finite element analysis. The
following analyses were carried out to study the
structural integrity of the “Army vehicle chassis” to
identify the maximum stressed locations under
various loading conditions. Modal analysis was also
carried out to find the first 10 natural frequencies to
understand the dynamic behavior of the structure.
Based on the results some changes were proposed and
implemented on the chassis. It was observed that there Fig.8 Comparison graph of natural frequencies for
was a 65% reduction in the stress value and 50% original and modified chassis
reduction in the total deflection for the static analysis
CONCLUSIONS
with equipment load condition.
It was also observed that the there is a 21% Chassis is a major component in a vehicle
reduction in the stress value and 20% reduction in the system. For vehicles, chassis consists of an assembly
total deflection value for the static analysis in of all the essential parts of a vehicle (without the
deployment condition. It was also observed that the body) to be ready for operation on the road.
fundamental natural frequency is increased by 22%

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 International Journal of Engineering Trends and Technology (IJETT) – Volume 9 Number 3 - Mar 2014

In this paper the army vehicle chassis has Authors Profile:

been designed and optimized to reduce the stresses Tandra Naveen kumar has performed
and deflections. Optimization was also done to this work while he is pursuing post
graduation in CAD/CAM department at
increase the fundamental natural frequency. Initially Holy Mary Institute of Technology and
Science, Jawaharlal Nehru technological
the design was done with theoretical calculations. University, Hyderabad, India

From the theoretical calculations the design

N.JEEVAN KUMAR completed his
was developed and the same design was validated B.TECH in year 1995 from
using finite element analysis. Optimization was also NAGARJUNA UNIVERSITY and HE
completed his M.TECH(CAD/CAM) in
done based on the finite element analysis results. the year 2001 from JNTU,HYD. Now
persuing Ph.D from OSMANIA
From the finite element analysis results it is UNIVERSITY. Having total 17 years of
concluded that the optimized modified army vehicle experiance .out of which 12 years of teaching and 5years of
industry.
chassis safe for the given operating conditions.

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