PSI - Issue 27

Angga Kengkongan Ary et al. / Procedia Structural Integrity 27 (2020) 69–76 Ary et al. / Structural Integrity Procedia 00 (2019) 000 – 000

70 2

1. Introduction In the current era, society demands vehicles, including private and mass transportations. Illustration of vital roles of the transport can be assumed to be extensive scale work of 1 ton of coal or nickel distribution from one continent to another. Unavailability of ships as water transportation (Prabowo et al. 2017; 2018) and trucks as land transportation (Landay et al., 2020; Kamla et al., 2019) due to accidents will make the distribution hampered. In 2018, there are at least 380 million commercial vehicles and approximately 1.2 billion passenger cars in the world (Kalghatgi, 2018). This number expected to increase until the beginning of the new decade, which concludes that it is challenging to conceive of this world without vehicles, primarily cars that used very commonly across the globe. The first car widely is known made in 1769 by Nicolaus-Joseph Cugnot, and Charles and Frank Duryea firstly discovered the car chassis itself. A vehicle, such as a car, has at least three main parts, i.e., chassis, body, and engine. The body is the outermost part of a vehicle, and the engine is the driving part of the car. At the same time, the chassis is an internal frame that guides the production of a vehicle, as well as supporting other elements such as body, engine, passenger, and other vehicle components (Raghuvanshi et al., 2015). Until now, four types of chassis often used in the car industries are monocoque, space frame, chassis backbone, and ladder frame. Monocoque is a type of chassis in which body part and chassis structure fused (Airale et al., 2011). Ladder frames are one type of enclosure that is given such a name because of the shape that resembles a ladder. This type generally used in heavy vehicles and has significant issues to overcome the increasing demands for higher performance, which is lower weight to satisfy fuel economy requirements. Materials that usually used to make these chassis are shaped blocks, which are then joined together with rivet or weld connections (Patil, 2013; Ary et al., 2020). In another study of vehicle design, there are challenges for chassis, which need to be conquered by those who demand to develop car vehicles. It is to distribute stresses all over the car to avoid high levels of stress on a single point of a car. They found that the vehicle chassis was required to have sufficient mechanical performance and low weight (Airale et al., 2011). Enough mechanical performance is set as a target so that the vehicle chassis does not experience plastic deformation when receiving loads, whether it is the loading of the driver, engine, body, or other parts. The idea behind the concept of the lighter chassis of the vehicle is that the lower weight in the same power needed to move it, then the car automatically saves more fuels (Kaluza et al., 2016). This paper addressed to analyze the behavior of chassis when a variety of applied loads located on the frame by considering the variation of material thickness and the material type. By using selected changes, the alternative urban vehicle designed by students of Universitas Sebelas Maret will be analyzed by a finite element approach (FEA) to obtain performance data, which projected to be a guide or consideration in developing the chassis in the future. 2. Briefs of calculation and car chassis As we know that finite element analysis (FEA) produces comprehensive result data, and it could generate the physical response of the system at any location, which is very useful in engineering, especially in a vehicle and structural assessment. Respective parties have performed pioneer works. Monika et al. did research about optimization of truck TATA 1612 chassis with constraints of shear stress, equivalent stress, and deflection to reduce the weight of the vehicle using CATIA v5 for the modeling and ANSYS Workbench12 for the finite element analysis. They found that the car weight reduced by 8.72% by changing the dimension of the cross-member of chassis (Guron, 2013). Mahmoodi et al. conduct the stress and dynamic analysis of truck ladder chassis (Ghalazy, 2014). The primary purpose is to design a lightweight frame by selecting the material type and cross-section profiles based on maximum normal stress obtained through ABAQUS software. The result is maximum stress and strain levels found in the section of chassis where engine and transmission are mounted. Deore et al. perform research regarding different thicknesses for cross members and side members of trucks. The result of the study indicates the implementation of varying thickness on the cross member at a critical stress point preferred than changing the width of the side member and position of chassis for the reduction in stress and deflection levels (Chugh et al., 2017). Neeraja et al. investigate various materials to confirm the best content for two-wheeler chassis frames using ANSYS. Conclusions indicate that according to static and modal analyses, carbon epoxy material was the best material compared to other materials (Hadimani et al., 2018). Up to this day, the vehicle chassis continues to experience developments from the mentioned studies as a guide. A famous car brand such as Audi, in the Audi A8 series, no longer uses high strength steel material on the general chassis. This Audi series becomes the first car with an aluminum