International Engineering Research Journal Page No 1029-1035
Analysis and Optimization of Front Axle
Beam of Light Commercial Vehicles
Amol B. Chandankar, PG Student(Mechanical)SRES College of Engineering, Kopargaon, India
Dr. A.G.Thakur Vice Principal and H.O.D (Mechanical) SRES College of Engineering, Kopargaon,
India
PapalambrosPanos Y., Douglas J. Wilde [1] proposed
Abstract—The Front Axle Beam (FAB) is most
engineering development process involving creation of 3d
important part in load carrying vehicle. The failure of FAB is
model and using it for analysis.
serious concern to heavy vehicle and thus for human life. So it
N. León *, O. Martínez, P. Orta C., P. Adaya [2] has given the
is necessary to analyze the axle beam’s ability to withstand
case studies on front axle beam where he explains the
typical service loading which develops stress in the beam
complete procedure of analysis of front axle beam. Also
resulting into failure. Further the objective of analysis is to
explains how he reduced the weight of front axle beam by
improve its product quality while reducing development time,
parametric optimization.
material and manufacturing costs while maintaining the stress
VeraN.S., author of “Meshing and Creating elements”, [3]
levels.
MSC/Nastran Finiteelement Analysis software Help Manual,
In this project, the front axle of Light Commercial
Vol. 2 gave detailed procedure of meshing elements .
Vehicle (LCV) model is used. For the finite element analysis
Dr. N.K.Giri, is author of”Automobile Mechanics”[4]. He
we used Ansys14.0. The objective of the project is to analyze
gave information of how load is acting on front axle beam at
and optimize the beam for reducing weight. The FEA is been
various conditions i.e. at static, at braking.
carried out for vertical loads due to total weight carried by
With this, I referred book of “Application of FEM tools in
vehicle. An inertial load due to acceleration and deceleration
Engine Development Process ”[5], for various application
of vehicle, which is, causes twisting of king pin portion with
process of FEM tools.
respect of PAD centerline. And cornering load component
I also referred S.S. Rao for book”FiniteElement Method In
arise due to centrifugal force acts on both king pin boss during
Engineerinh” [6], C. M. Rao for book “Finite element
turning. Lastly the modal analysis is carried out on FAB to
modeling and stress analysis of helical gear, teeth, computers
find out mode shapes and natural frequencies. The model is
and structures”[7], Ansys13.1 “Help Manual”[8] and book
optimized for weight reduction by using parametric approach.
“Mechanics of Automobiles” by Barnacle H.E. [9]for the
Index Terms—Front Axle Beam (FAB); Finite Element design calculation.
Analysis (FEA),Light Commercial Vehicle (LCV),
I. INT RODUCT ION Today’s Front Axles Beams is much difficult to reduce the
weight of FAB for same stress/deflection ratio.
In the present analysis the structure of FAB is designed and
analyzed using Finite Element Technique using A nsys
analysis software. It is further optimized for reduction in mass.
Amol B. ChandankarAuthor, is currently with SRES College of Static analysis of the FAB has been carried out to determine
Engg,Kopargaon,Maharashtra 423 603 India completing ME Design
Engineering. [email protected] the deformation and stress pattern and to check whether the
International Engineering Research Journal Page No 1029-1035
design is rigid and strong enough to with stand the forces c. During this proposed engineering development process,
import the geometry of the 3D CAD model is in the FEA
coming during extreme working condition of the vehicle.
software for stress and strain analysis .
After studying the deformation and stress patterns, over d. Mesh the product geometry using analysis software.
e. Apply boundary conditions to be analyzed.
and under designed areas are found out during post processing
f. Post-process a product using software and send to design
[1]. Information from this analysis is used to reduce/ increase team for a thorough analysis.
g. The results of this analysis are then used to formulate
the section changes wherever required after few iteration ideal,
new product geometry with the 3D Parametric CAD
minimum weight, maximum strength FAB has been software, , which is analyzed until a satisfactory stress
and strain map is obtained.
developed.
h. The obtained FEA results are verifies with the set of
experimental test procedures.
1.1 FRONT AXLE BEAM:
The Fig 1 showing the arrangement of the front axle beam. IV. CREAT ION, M ESHING DESIGN CALCULAT IONS,
Front axles are subjected to two types of stresses bending and EXPERIMENTAL A NALYSIS AND OPT IMIZATION OF FRONT AXLE
BEAM
shear stresses. In the static condition, the axle may be
considered as a beam supported vertically upward at the ends,
A. Inputs required from the Vehicle:
i.e. at the center of the wheels and loaded vertically downward a. Data From Vehicle:
at the centers of the spring pads [2]. The vertical bending
For the analysis purpose, we have chosen the front axle
moment thus caused is zero at the point of support and rises
beam of LCV TATA SFC 407EX (light commercial vehicle).
linearly to a maximum at the point of loading and the remains
The following Fig.2 shows the position and various
constant.
parameters of Front Axle Beam which are used in further
design calculation.
Fig.2 Position and various parameters of FAB
Fig.1 front axle beam.
TABLE I. INPUT DATA FROM THE VEHICLE UNDER
ANALYSIS
Parameter Value
II. OBJECT IVE Total weight of vehicle 5300 Kg
Front Axle Beam is analyzed to find out factor of safety for Laden weight on front axle beam 1860 Kg
Laden weight on rear axle beam 3440 Kg
critically stressed regions due to vehicle load, braking load Height of C.G. of vehicle from
1000 mm
and cornering load under running condition. After that the ground, H1
Wheel base, L 2500 mm
model is optimize for weight.
KP eye to KP eye distance, W 1400 mm
Pad to pad distance, X 1342 mm
III. M ET HODOLOGY Spring width 115 mm
a. Select the product to be improved or developed Spring pad length 70 mm
b. Create a 3D parametric product model as basis for a Radius of wheel, R1 203.2 mm
family of parts. Bore diameter of KPB, Di 25 mm
KPB outer diameter , Do 47 mm
International Engineering Research Journal Page No 1029-1035
KPB height, H 62 mm
Velocity of vehicle 25 km/hr
Minimum turning radius,R 5300 mm
b. Material Description of The FAB:
1) Specification : S53C (AISI 1053)
2) Chemical Composition:
C Mn Si P S
Min 0.48 0.7 0.1 - -
Fig.3 Meshed model
Max 0.55 1.0 0.2 0.04 0.05
D. Design Calculations:
3) Hardness (Quench & Temper) : 248 - 302 BHN a. Vertical Load Due To Total Weight:
4) Poisson’s Ratio : 0.3 LOAD CALCULATIONS:
5) Young’s Modulus : 21.1 E5 (N/mm2 )
Total load on FAB = 1860 Kg
6) Yield Stress : 550 MPa (N/mm2 ) Load on one side pad = 1860/2 = 930 Kg
Taking factor for impact conditions = 2,
7) Allowable shear stress : Sy=467.5 MPa
Load to be applied on one side pad (P) = 930 X 2
= 1860 Kg
B. Modeling:
= 18246.6 N
The results of design calculations are used to formulate new
2 2
product geometry with the 3D Parametric CAD software, King pin boss area =3.142/4 * (Do -Di )
which will be later analyzed until a satisfactory stress and
= 3.142/4 * (472 -252 )
strain map is obtained
= 1244.07 mm2
C. Meshing procedure:
Pressure on each KPB = 18246.6 / 1244.07
A 3D CAD model is imported in the meshing software and is
meshed using the meshing elements available in Ansys [3]. As = 14.67 N/mm2
we are using a 3-D model for analysis, so for this we choose b. Twisting Loads Due To Breaking Force Of Vehicle:
3-D solid element:
1) SOLID 45 – 8 node first order element
Similarly,
2) SOLID 92 – 10 node second order element
Calculating the Reaction force on area (R) = 19935.48 N
3) SOLID 95 – 20 node second order element.
c. Corning Forces While Turning Of Vehicle On Curve
Road:
International Engineering Research Journal Page No 1029-1035
Where,
Taking moment about point 3 we get,
F1 =Fc*(h+c)/2a.
Similarly taking moment about point 5 we get,
F2 = F1
Thus from equation 1& 2 we have
F1m = Fs1 - Fc(h+c)/2a
Fig.4 = 9123.3 - [9124.45 *(0.7968 + 0.1100)] / (2*0.671)
F1m = 2957.84 N
F2m = Fs2 +Fc(h+c)/2a
= 9123.3 + [9124.45 *(0.7968 + 0.1100)] / (2*0.671)
F2m = 15288.76 N
Reaction forces R1mand R2m are calculated by taking
moments about 4 & 1.
R1m = (F1m*(l/2 + a) + F2m*(l/2 - a))/
Fig.5
=[2957.84*((1.4/2 )+ 0.671) + 15288.76*((1.4/2) - 0.671)]/1.4
After calculations,
R1m = 3213.27 N
The total axial force on front beam S1 +S2 = 9123.3 N
R2m= (F2m*(l/2 + a) + F1m*(l/2 - a))/ l
=[15288.76*((1.4/ 2)+0.671)+2957.84*((1.4/ 2)-0.671)]/ 1.4
R2m= 15033.33 N
Fig.6
E. Analysis:
a. Case 1: Vertical load due to total weight carried by
vehicle:
Loads and boundary condition:
We calculate loads in terms of pressure, which is directly
applied on KPB surface [5]. Similarly the pad is fixed to
the spring, so we applied the displacement constraint on
top surface of the pad in x, y and z direction.
Fig.7 Fig.8 showing the applied pressure on KPB area and
Centrifugal force, Fc = mv2/R displacement constraint on pad surface.
= 930* 5.0992/ 5.3
= 9124.45 N
l = 1.4 m, a= 0.6710 m,
h = 0.7968 m, c =0.1100 m
F1m=Fs1 + F1 ---1
(F1=Fc*(h+c)/2a=F2)
F2m =Fs2 + F2 ---2
International Engineering Research Journal Page No 1029-1035
Fig.10 Displacement (usum) contour
Similarly Analysis is carried out for below
conditions:
b. Case 2: Twisting Loads due to braking force of vehicle
Fig.8 Loads and boundary conditions
Post Processing :
After solving the problem, we plot the von-mises stress
contour and displacement contour form the Ansys post
processing commands [6].
The Fig.9 von-mises stress contour showing that maximum Fig.11 Von-mises stress Contour
stress developed is 129.54 N/MM^2. The maximum stress
appears near to the spring’s base.
The Fig.10 usum displacement contour showing the
maximu m deflection 0.9634 occurred.
Fig.12 Displacement (usum) contour
Fig.9 Von-mises stress Contour c. Cornering forces while turning of vehicle on curve road
Fig.11 Von-mises stress Contour
International Engineering Research Journal Page No 1029-1035
Vertical
1 Load 129.54 132.56
condition
Braking
2 Load 173.25 182.194
condition
Turning
3 Load 130.25 133.45
condition
The results obtained with this experimental method and
its quantitative comparison with values calculated with
FEM show maximum variation of the 5.17 %. The variation
depends on the measurement point.
Fig.12 Displacement (usum) contour
F. Optimization:
From above it is clear that our first objective is over to
d. Experimental Validation of the FEM results: analyze the model. In next we have to optimize the model
At this point the results obtained by finite elements for weight reduction.
were verified experimentally. We are using the methods which are explained in
The test is carried out at Bharat Forge Fatigue Test Lab DIRONA’S case studies.
under project “2026 analysis and testing of front Axle We use the parametric method for optimization of FAB [8].
beam” The stress measurement was carried out using Here, we have used the FAB models with 3 different the
photo stress. Photostress is a widely used technique for fillet radius of their respective I sections:
accurately measuring surface strains to determine the
shear stress in a part of structure during static or dynamic. Model 1: 14 mm fillet radius
Model 2: 15 mm fillet radius
Model 3: 16 mm fillet radius
The obtained results with this optimization are given below
in the results section.
V. RESULT & DISCUSSION
TABLE III- VON MISSES DISTRIBUTION RESULTS OF
THE OPTIMIZED MODELS
Fig.13View of the arrangement for experimental test
procedure Von Mises Von Mises Von Mises
Load
Sr. Stress Stress Stress
condition
Results obtain by experimentally and FEM analyses are No. N/(mm)^2 N/(mm)^2 N/(mm)^2
Model 1 Model 2 Model 3
tabulated as given in below table:
Vertical
TABLE II. VON-MISES STRESSDISTRIBUTION 1 Load 129.54 130.24 136.12
RESULTS FROM EXPERIMENTAL ANALYSIS Condition
Breaking
Von Mises 2 Load 173.25 175.23 176.24
Von Mises
Stress Condition
Load Stress
N/(mm)^2 Turning
Sr.No condition N/(mm)^2
3 Load 130.25 125.45 134.15
FEM
Experimental Condition
Analysis
International Engineering Research Journal Page No 1029-1035
VI. CONCLUSION [6] S.S.Rao, “ T he Finite Element Method in Engineering”, 2 nd Edition,
pergamon press, 3,pp, 1055-1066, 1989
In this project, the analysis of Front Axle Beam is
[7]Rao, C.M., and Muthuveerappan G., Finite Element Modeling and Stress
done through Ansys analysis software. The results coming Analysis of Helical Gear, T eeth, Computers & structures, 49, pp.1095
1106, 1993.
from these are reasonably (90 to 95%) same as experimental
calculation hence it can conclude that software predict us best [8] ANSYS inc.U.S.A.” Help Manual”, ANSYS 13.1.
information and its results are trustable with time saving. [9]Barnacle H.E.,“Mechanics of Autobobiles” by Pergamon Press Ltd, 21,
pp.13-30.1995.
[10] Min Zhang, Lijun Li, “A research on fatigue life of front axle beam for
It concluded from stress analysis of FAB that the induced heavy-duty truck” 52, pp.823-826.
stress in FAB during full load condition are well below to the
[11] Siddarth Ray, P. Bhaskar, “Structural Analysis of Front Axle Beam of a
yield stress of Front Axle Beam material, hence FAB can Light Commercial Vehicle”, International Journal of Engineering T rends and
T echnology, Vol.11 numer-5, 2014.
sustained all coming loads during running.
[12] Mahanty, K. D., Manohar, V., Khomane, B. S. and Nayak, S. 2001.
From the optimization of Front Axle Beam, we found that Analysis and WeightReduction of a T ractor’s FrontAxle.Tata Consultancy
Services, India, SwarupUdgata, International Auto Limited, India.
the maximu m reduction in the Front Axle Beam is to 3.42%.
[13] Nanaware, G. K. and Pable, M. J. 2003. Failures of front axle shafts of
The modified model 2 (16 mm fillet radius) is least weight, 575 DI tractors.Engineering Failure Analysis 10:719- 724.
which is 29.04 Kg and having factor of safety 2.64.
Hence it is concluded from the above analysis that the
modified model 2 (16 mm fillet radius) is best satiated for the
Front Axle Beam design.
VII. FUT URE SCOPE
Results obtained from analysis clearly state that FAB
with a weight of 29.04 kg can sustain all loads in the
running condition.
This FAB will be used to for future light commercial
vehicles which have carrying capacity of 5300 – 5700
kg. In future the loading conditions and the factor of
safety need to be evaluated for determining the total
load carrying capacity of the FAB.
REFERENCES
[1]PapalambrosPanosY.Douglas J. Wilde.,Principles Of Optimal
Design,Modeling And Computation, 49,Pp.253 - 268, Cambridge
University Press., 1988.
[2]N. León *, O. Martínez, P. Orta C., P. Adaya., Reducing the Weight of a
Frontal Truck Axle Beam Using Experimental T est Procedures to Fine
T une FEA.,21, P P .13-30 , Second Worldwide MSC Automotive
Conference., Dearborn, Michigan; October 9-11, 2000.
[3] Vera N.S., “ Meshing and Creating elements”, MSC/Nastran Finite
element Analysis software Help Manual, Vol. 2 Issue 7, Pp, 2608-
2614,July 2003.
[4]Dr. N.K. Giri., “ Automobile Mechanics”49, pp.1095-1106, 1993.
[5]Petrin, H. Wiesler, B. “Application of FEM-T ools in the Engine
Development Process”, FIRST Worldwide MSC Automotive
Conference,Munich, Germany; September 20-22. 1999.
