Design and Manufacturing of Chassis of

a Prototype Vehicle

Abdul Ahad Anwar

Asim Riaz

Submitted in partial fulfillment of the requirements

for the degree of BS in Mechanical Engineering

Department of Mechanical Engineering

Pakistan Institute of Engineering and Applied Sciences

Nilore, Islamabad
(January , 2018)
 Declaration
I declare that all material in this thesis which is not my own work has been identified
and that no material has previously been submitted and approved for the award of a
degree by this or any other university.

Signature: Signature:_______________
Author’s Name:_________________ Author’sName:_________

It is certified that the work in this thesis is carried out and completed under my
supervision.

Supervisor:
Signature: __________________
Dr. Rizwan Alim Mufti
DME,PIEAS

Co-Supervisor

Signature: __________________
Dr. M. Javed Hyder
DME,PIEAS

Submitted through,

Signature: __________________
Dr. Rizwan Alim Mufti Head,
Department of Mechanical Engineering
Pakistan Institute of Engineering and Applied Sciences Nilore, Islamabad

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 DEDICATION

Dedicated with love to our parents and teachers

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 ACKNOWLEDGEMENT

We wish to express our sincere thanks to our supervisor Dr. Rizwan

Alim Mufti for providing us with all the necessary help and advice
with regards to chassis design

We take this opportunity to express gratitude to all of the Department

faculty members for their help and support. Futher, our parents for
their unceasing encouragement, support and attention.

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Table of Contents
ACKNOWLEDGEMENT ............................................................................................................... iv
ABSTRACT................................................................................................................................... x
1 Introduction ........................................................................................................................... 1
1.1 Project Background .......................................................................................................... 1
1.2 Motivation........................................................................................................................ 2
1.3 Problem Statement .......................................................................................................... 3
1.4 Objectives and Scope of Project ...................................................................................... 4
2 Literature Review ................................................................................................................... 5
2.1 Types of Chassis ............................................................................................................... 5
2.1.1 Space Frame ....................................................................................................... 5
2.1.2 Ladder Frame or Twin Tube Chassis .................................................................. 6
2.1.3 Monocoque ........................................................................................................ 7
2.2.1 Vertical Loading and Longitudinal Load Transfer............................................... 8
2.2.2 Lateral Bending and Lateral Load Transfer ........................................................ 9
.2.2.3 Torsional Stiffness ............................................................................................ 10
2.3 Local Vehicle Loads ........................................................................................................ 11
2.4 Finite Element Analysis ................................................................................................. 11
2.4.1 Introduction ..................................................................................................... 11
2.4.2 Static Analysis................................................................................................... 11
2.4.3 Process of a FE Calculation............................................................................... 12
2.5 Materials Selection for Chassis Design .................................................................... 13
2.5.1 Introduction ..................................................................................................... 13
2.6 Design and Vehicle Layout ............................................................................................. 14
2.6.1 Initial Design Considerations............................................................................ 14
2.6.2 Number of Wheels ........................................................................................... 15
2.6.3 Components Packaging and Mounting ............................................................ 16
2.6.3.1 Track Width .......................................................................................................... 16
2.6.3.2 Wheelbase ........................................................................................................... 17
2.6.3.3 Centre of gravity .................................................................................................. 17
3 Methodology ........................................................................................................................ 17
3.1 Introduction ................................................................................................................... 17
3.2 Design Iterations ...................................................................................................... 18
Iteration 1 ........................................................................................................................ 18

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 Iteration 2 ........................................................................................................................ 18
Iteration 3 ........................................................................................................................ 19
Iteration 4 ........................................................................................................................ 20
3.3 Design selection ....................................................................................................... 20

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LIST OF FIGURES

vii
LIST OF TABLES

viii
ABBREVIATIONS

PIEAS Pakistan Institue of Engineering and applied Sciences

CAD Computer-Aided Design

FEA Finite Element Analysis

SEM2018 Shell Eco Marathon 2018

COM Centre of Mass

CG Centre of Gravity

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ABSTRACT
The aim of this thesis is to design and analyse an optimal lightweight
chassis for the PIEAS Ecomotive prototype vehicle . Considering the
fact that increased weight has a major role in fuel economy, this thesis
aims to aid the weight reduction objective through designing a chassis
that is lighter and stiffer than the previous year’s chassis. Chassis
design concepts are introduced. The newly designed chassis is
modelled in Solidworks and then simulated in ANSYS Workbench
Mechanical.

Furthermore, final chassis design weighing in at less than half as

much as the previous year’s aluminium chassis.

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1 Introduction

1.1 Project Background

. The Shell Eco Marathon competition takes place every year in three
different continents namely America, Europe and Asia.

Students design and build cars that are to drive around a circuit with a
given amount of fuel, whereby the car with the least fuel consumption
wins. Such events will definitely shape the future of transportation and the
use of energy resources.

Figure 1 Prototype vehicle

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The competition comprises of two main categories in terms of design,
namely the ‘Prototype’ and ‘Urban’ categories. In the prototype category,
maximum efficiency is favoured compared to passenger comfort and the
‘Urban concept’ is a design approach close to real life with regards to
driving comfort. The Pakistan Institue of Engineering and Applied Sciences
took part in the Shell Eco marathon Asia 2014 and placed ninthin the
prototype gasoline category. It aims to take part again in 2018 but this time
with a lighter, stiffer and more fuel efficient vehicle in the battery electric
category.

Figure 2Urban Concept

1.2 Motivation
Reducing the vehicle weight leads to decreased rolling resistance from the
tires and less tractive effort required to accelerate the vehicle .Therefore
there is a direct link between weight reduction and fuel economy.The
chassis being the backbone of the vehicle, is a good place to start. The
chassis for the PIEAS vehicle 2014 was heavy.Thus a reduction of weight
in this category would contribute greatly to the reduction of the overall car
weight. This is the motivation for this thesis,.

2
1.3 Problem Statement
PIEAS took part for the first time in the Shell Eco Marathon 2014 in the
Prototype gasoline category.

The chassis that was built it performed well but was quite heavy. The
chassis is thus a vital component in terms of the team spirit and
morale, since once the chassis is fabricated; the car can be seen
coming to life. It is thus very important that the chassis design is ready
and perfect before the fabrication phase.

, it is vital to understand what parameters affect the performance of a

chassis. These key load cases are studied and a CAD model is setup
in order to study the effect of these load cases on the chassis. The load
parameters are very different from what commercial cars face.. A
search of the literature revealed few studies which have documented
the design process for SEM vehicles

3
.

1.4 Objectives and Scope of Project

The chassis is essentially important, since it holds and supports all the
components of the car and protects the driver in case of a collision. The
key elements of good chassis design are efficient load absorption,
lightweight design and rigidity in torsion and bending The aim of this
project is to design and implement an optimal solution for the chassis of
the PIEAS prototype car 2018.

Another aim of this thesis is to research different chassis designs and to

create a form of reference guide to help future teams in chassis design.
These are done taking the SEM rules and lightweight design philosophy
into consideration.

The methodology focuses primarily on the design of a a metal chassis

using 3D modeling software Solidworks, in order to reduce the overall
weight of the vehicle. Finite element analysis performed using ANSYS.

4
2 Literature Review

2.1 Types of Chassis

2.1.1 Space Frame

A space frame design usually consists of metallic tubes which are loaded only
in tension or compression. A triangular shape is the fundamental shape for
constructing rigid structures in a space frame design

Figure : Space frames explained

If the rectangular box in figure 3 is constrained from the base and a force is
applied from the left as shown, the box will easily deform but if a diagonal
brace is added, the box does not deform anymore. This is because the
diagonal brace divides the rectangle into two triangles seen in yellow and
green, and the diagonal member is stretched in tension whereas the end
members are in compression. In this way triangulation increases the strength
of these frames dramatically.

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2.1.2 Ladder Frame or Twin Tube Chassis
A ladder frame is considered to be the most basic type of vehicle frame. It
consists of two longitudinal frame rails that are connected laterally by two or
more cross members, or even diagonal braces that increase torsional
stiffness as seen in figure. The bracings can be of smaller cross sectional
tubes or the same size as the longitudinal members. Commonly used
materials for this form of chassis is mild steel, and they are constructed using
electric or gas welding.

Figure

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2.1.3 Monocoque
A monocoque design is basically a structure whereby the chassis and
body is one and the same thing]. The main structural support is provided
by the monocoque chassis and so it absorbs all forces the vehicle is
subjected to. The more exotic form of monocoque design is one made of
composite materials as seen in figure 6. This is mainly owing to the high
stiffness to weight ratios that can be achieved by the use of composite
materials

Figure

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2.2 Global Vehicle Loads

2.2.1 Vertical Loading and Longitudinal Load Transfer

One of the most important loadings to consider is that of Vertical Bending.

This is basically the bending that would be caused in the chassis along the
longitudinal axis, when the chassis is fixed at both suspension points of
the front and rear wheels.In terms of static loading, this is primarily due to
the weight of the engine, drivetrain, driver and chassis itself as seen in
figure. This bending phenomenon is of prime importance in the SEM
competition since most competitors try to make the chassis as lightweight
as possible and so sometimes as a result of this the chassis becomes
inherently weak.

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2.2.2 Lateral Bending and Lateral Load Transfer
There can be several factors that cause lateral bending, some of which are
road camber, side wards wind loading and centrifugal forces experienced
during cornering

In the worst case scenario, as the centrifugal forces and rolling moments
get very high, all loads from the inner wheels are shifted to the outer
wheels.

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.2.2.3 Torsional Stiffness

Torsional loads can be visualized by considering a chassis that is fixed on one

end and the other end is twisted about the longitudinal axis. A chassis that
twists all the time contributes to bad handling. However the torsional stiffness
should not be confused by the strength of the chassis, because the strength
only defines how much load the chassis can carry before breaking or
deforming irreversibly

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2.3 Local Vehicle Loads
Local vehicle loads occur at the suspensions and other major component
mounting locations which transfer all loads into the chassis. Therefore it is of
prime importance to design the chassis in such a way that these mountings
are strategically located in stiff positions..

2.4 Finite Element Analysis

2.4.1 Introduction
Modelling a mechanical system into an adequate analogous model with a
mathematical description and then solving it using the approach of classical
mechanics is not always sufficient in more complex and realistic
systems.Most real life systems are characterised by complex geometry, non-
linear material behaviour etc. Therefore for such systems, a discrete approach
like Finite Element Method (FEM) must be used.

2.4.2 Static Analysis

In this study the focus will be on static analysis only. For a static analysis
there are some basic assumptions that are made while performing the finite
element analysis. The loads are applied slowly i.e. no impact loading or
vibration occurs and that the loads are constant i.e. not varying with time.

Therefore in a simple static analysis in FEA, the computer basically just uses
the stiffness properties [K] and forces (F) acting on the respective nodes to
compute the deformation or displacemen

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2.4.3 Process of a FE Calculation
A FE analysis is begun by creating a 3D model of the object in a CAD
software such as Pro-engineer or Solidworks. These days most simple FEA
can be done in user-intuitive 3D modelling programs such as Solidworks.. In
case of complexity CAD model can then be exported to more advanced FE
solvers such as ANSYS or ABAQUS and analysed.

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2.5 Materials Selection for Chassis Design

2.5.1 Introduction

In terms of design the designer can only do so much, the other half of the
story is choosing the right materials. The ideal solution combines
the optimised design and material choice. exot materials that are normally
used in the world of lightweight structures such as aircraft and formula
cars are not that easily available. These materials have high
import costs, dramatically increasing the cost of raw material.

In the SEM competition or any fuel efficiency competition, the key

criterion in choosing the right material is to choose the most l
ightweight material available. The stiffness is equally important .

Table 1

Material Density,ρ Tensile Tensile Specific Specfic

trength, modulus,E strength,σ/ modulus,E
ρ /ρ
Steel 7.8 1300 200 167 26

Aluminium 2.81 350 73 125 26

Titanium 4 900 108 225 27

Magnesiu 1.8 270 150 150 25

m

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Where teams strive to achieve the most optimized stiffness to weight ratios, a
first glance at the data in Table makes it fairly clear why aluminium is gaining
such popularity with the top teams in these fuel efficiency competitions.

2.6 Design and Vehicle Layout

2.6.1 Initial Design Considerations

This layout includes all obligatory components and their required
clearances as stated in the SEM rules which is then used to consider how
the chassis structure must be designed in order to mount these
components and connect the whole setup.

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2.6.2 Number of Wheels
One of the first decisions to make is the number of wheels and the wheels
layout. organizers limit minimum number of wheels that must be in contact
with the ground to three. In the prototype category, the number of wheels
range from 3 to 4.. However the four wheel design is not suitable for fuel
efficiency competitions for a number of reasons such as:

1. Increases the weight and complexity


2. Requires a suspension system to compensate for the unevenness of the
track in order to maintain the tire/road contact 

3. A differential is required in order to balance drive torque on the rear
We are going with two wheels at the front and one at the back. Moreover, it is
seen that most teams stick to the three wheels setup, with two at the front
and one at the back. The rear wheel has to be the driven wheel. In terms
of steering organizers disallow the rear wheel steering system. Therefore
in summary the basic vehicle architecture will be a 3 wheeled setup, with
the (2+1 layout) two front steering wheels and one rear driven wheel

15
2.6.3 Components Packaging and Mounting
As a fundamental for chassis design, next the major dimensions of the
chassis must be determined. These are the wheel base, track width and
centre of gravity location. Figure 23 below shows the major dimensions and
their prescribed limits.

Figure: Shell rules on vehicle layout (Shell Official PowerPoint presentation)

2.6.3.1 Track Width

The track width is the lateral distance between the centrelines of the left and
right wheels, but in the three wheeled prototype it can just be considered the
lateral distance between the two front wheels Moreover the SEM guidelines
must be followed concerning the track width whereby a maximum value of
100 cm and minimum of 50 cm are defined., the track width was set at about
65 cm

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..
.

2.6.3.2 Wheelbase
The wheelbase is another important characteristic. It is defined as the
longitudinal distance between the front and rear wheel tire patches that are
in contact with the ground. The wheelbase is determined by the weight
distribution required throughout the chassis and also the components
packaging. According to SEM rules the wheelbase must be greater than
100 cm, wheelbase was set as 165 cm.

2.6.3.3 Centre of gravity

The distance of the centre of gravity from the ground is a very important
criterion that directly affects the rollover resistance, the aerodynamic drag
and the rolling resistance while cornering, the lower the distance between
the CG and the ground, the higher is the rollover resistance. Therefore, in
the design phase it will be tried to keep the CG point close to 250 mm

3 Methodology

3.1 Introduction
The aim of this thesis is to propose, design and simulate the lightest possible
chassis design. This firstly includes making rough sketches of the possible
designs, followed by modelling the entire chassis along with the components in
Solidworks. The software ANSYS is then used to perform a finite element
analysis on the chassis designs. The preliminary analysis deals with performing
FE analysis on the different design iterations that are created in Solidworks. The
results are then used to modify the design as required in order to decrease
deflections and stress concentrations.

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3.2 Design Iterations

Iteration 1

This iteration employed 1’x2’x1.7mm rectangular pipes of Al6061-t6.It

weighed at 10.16kg.This iteration was based on greater safety concerns
and this was our first iteration and we wanted to be safe.It was safest
under 70 kg loading but looked over designed.

Iteration 2

This iteration employed 1’ dia1.7mm thick circular pipes of Al6061-t6.It

weighed at 7.30.This iteration was lighter but we realized we could go a bit
further in weight reductionso we tried another iteration.

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Iteration 3

This iteration employed 1’x1x1mm rectangular pipes of Al6061-t6.It

weighed at 4.5 kg.This iteration was very lean but it wasn’t safe as shown
in the next figure.

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Iteration 4

This iteration employed 1’x1x1mm rectangular pipes of Al6061-t6.It weighed

at 5.1kg.This iteration was lean but it was safe well as shown in the next
figure with a total maximum deformation of just 2.4mm under loading
conditions.

3.3 Design selection

Iteration number 4 was selected, as it met our requirements of adequate
safety and was the lighter. Further it was the only profile of Al 6061-t6

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that we were able to procure as all the other profiles were only available
in 6063. That has a lesser yielding point and isn’t suitable.

Manufactured Chassis

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