1.

INTRODUCTION

A chassis consists of an internal framework that supports a man-made object. It is

analogous to an animal's skeleton. An example of a chassis is the under part of a motor
vehicle, consisting of the frame (on which the body is mounted) with the wheels and
machinery.

In the case of vehicles, the term chassis means the frame plus the running gear like
engine, transmission, driveshaft, differential, and suspension. A body, which is usually
not necessary for integrity of the structure, is built on the chassis to complete the vehicle.
The automotive chassis is tasked with holding all the components together while driving
and transferring vertical and lateral loads, caused by accelerations, on the chassis through
the suspension and the wheels. Therefore the chassis is considered as the most important
element of the vehicle as it holds all the parts and components together. It is usually made
of a steel frame, which holds the body and motor of an automotive vehicle.

1.1. Chassis Components

Frame

Motorcycles have a frame made of steel, aluminum or an alloy. The frame consists
mostly of hollow tubes and serves as a skeleton on which components like the gearbox
and engine are mounted.

Suspension

The frame also serves as a support for the suspension system, a collection of springs and
shock absorbers that helps keep the wheels in contact with the road and cushions the rider
from bumps and jolts.

Wheels

Motorcycle wheels are generally aluminum or steel rims with spokes, although some
models introduced since 1970s offer cast wheels. Cast wheels allow the bikes to use

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tubeless tires, which, unlike traditional pneumatic tires, don't have an inner tube to hold
the compressed air.

Brakes

The front and rear wheels on a motorcycle each have a brake. The rider activates the front
brake with a hand lever on the right grip, the rear brake with the right foot pedal. Drum
brakes were common until the 1970s, but most motorcycles today rely on the superior
performance of disc brake.

1.2. Functions of Bike Chassis

The functions of a bike chassis are of two basic types: static and dynamic. In the static
sense the frame has to support the weight of the rider or riders, the engine and
transmission, and the necessary accessories such as fuel and oil tanks. Although less
obvious, the frame‟s dynamic function is critically important. In conjunction with the rest
of the rolling chassis (i.e. suspension and wheels) it must provide precise steering, good
road holding, handling and comfort.

For precise steering the chassis must resist twisting and bending sufficiently to keep the
wheels in their proper relationship to one another regardless of the considerable loads
imposed by power transmission, bumps, cornering and braking. No steering system can
be effective while the wheels are airborne, hence the importance of good suspension,
especially at the front. Good handling implies that little physical effort should be required
for the machine to do our bidding, so avoiding rider fatigue. Comfort is important to
minimize rider fatigue also, and requires the suspension to absorb bumps without jarring
the rider or setting up a pitching motion.

All these criteria the chassis has to fulfill for the expected life of the machine, without
deterioration or failure and without the need for undue maintenance.

1.3. Types of Motorcycle Chassis Frames

Motorcycle frames are usually made from welded aluminium, steel, magnesium or metal

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alloy. Carbon-fibre is sometimes used in expensive or custom frames. The purpose of a
motorcycles frame is to act as a base onto which all the various components can be bolted
to. Various types of frames commonly used are:

Backbone Frame

The backbone frame comprises a single, wide main beam from which the engine is
suspended. The backbone frame allows for great flexibility in design, since it is
concealed inside the finished motorcycle. The engine just seems to hang in mid air. It is
simple and cheap to make, and is used mainly on naked and off-road motorcycles ex-
Hero Honda CD 100.

Figure 1 – Backbone Frame

Diamond Frame

It is one of the most common type of frame found on Indian bikes. The diamond frame
gets its name from the frame on a bicycle, where the shape that the frame makes is that of
a diamond. Examples of bike with such frame are Bajaj Pulsar 135 LS, Hero CBZ
Xtreme, Yamaha Fazer, TVS Flame, etc.

Single Cradle Frame

The single cradle is the simplest type of motorcycle frame, and looks similar to the first

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ever motorcycle frames. It is made from steel tubes that surround the engine with a main
tube above and other, smaller diameter tubes beneath. If a single cradle becomes double
at the exhaust, as frequently occurs, it is referred to as a split single cradle frame. Single
cradle frames are usually found in off-road motorcycles ex- Bajaj Platina, Bajaj Discover
100, etc.

Double Cradle Frame

Double cradle frames are descended from single cradle frames. They consist of two
cradles that support the engine one either side. Double cradle frames are commonly used
in custom motorcycles and simpler road bikes. They offer a good compromise between
rigidity, strength and lightness, though they have now been technically surpassed by
perimeter frames. Ex- TVS Apache RTR 180, Bajaj Pulsar 180 DTS-i, etc.

Perimeter Frame

Motorcycle racing research has shown that major advantages are to be gained in terms of
rigidity by joining the steering head to the swing arm in as short a distance as possible.

Figure 2 – Perimeter Frame

This is the concept behind the perimeter frame. Two robust beams descend in the most

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direct way possible from the steering head to the swing arm, passing around the engine.
The earliest perimeter frames were made from steel, but the need to improve rigidity to
weight ratios led most manufacturers to adopt aluminium instead. The only two bikes
with perimeter frame currently in India are the Bajaj Pulsar 200NS and the Yamaha R15.

Monocoque Frame

The monocoque frame is used nearly exclusively on competition bikes and is very rarely
found on road-going bikes. Monocoque frames act as a single piece unit that functions as
seat mounting, tank and tail section. Though they offer certain advantages in terms of
rigidity, monocoque frames are heavy and generally not worth the effort.

Trellis Frame

Trellis frames are formed by welding pipes into a cage like arrangement. The engine is
held by the frame which kind of encircles the engine while connecting the steering head
to the swing arm in the shortest way. The frames are light in weight and handling is much
sportier on this type of frame. The construction of such frames is a bit complex and is
also cost intensive. The only bike with trellis frame in India is KTM 200 DUKE.

Figure 3 – Trellis Frame

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2. LITERATURE REVIEW

CH.Neeraja, C.R.Sireesha, D.Jawaharlal [1] The two-wheeler chassis consists of the

frame, suspension, wheels and brakes. The chassis truly sets the overall style of the two-
wheeler. The frame serves as a skeleton upon which parts like gearbox and engine are
mounted. It can be made of steel, aluminum or an alloy. It is essential that the frame
should not buckle on uneven road surfaces and that any distortions which may occur
should not be transmitted to the body. The frame must therefore be torsion resistant.

A suspension frame was modeled using 3D modeling software Pro/Engineer. To validate

the strength of a frame, structural analysis is done by applying the wheel forces. In this
analysis ultimate stress limit for the model is determined. Analysis is done for frame
using four materials alloy steel, aluminum alloy A360, magnesium and carbon fiber
reinforced polymer to verify the best material for frame. Modal analysis is also done to
determine different mode shapes for number of modes. Analysis was done in ANSYS
software.

Figure 4 – 3D model of suspension frame

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Through this study it was found that all the materials have stress values less than their
respective permissible yield stress values. So the design is safe. By comparing the results
for four materials, stress obtained is same and displacement is less for carbon fibre
reinforced polymer than other three materials. The material has less density compared to
the other materials used for manufacturing of chassis and frame, and is best suited for
process of manufacturing, and can withstand very high loads. Using carbon fiber
reinforced polymer frequently in the upcoming days the cost of manufacturing of frame
can be reduced.

M.Ravi Chandra, S.Sreenivasulu, Syed Altaf Hussain [2] Chassis frame forms the
backbone of a heavy vehicle, its principle function is to safely carry the maximum load
for all designed operating conditions. This paper describes design and analysis of heavy
vehicle chassis. Weight reduction is now the main issue in automobile industries. The
three different composite (Carbon/Epoxy, E-glass/Epoxy and S-glass /Epoxy) heavy
vehicle chassis have been modeled by considering three different cross-sections namely
C, I and Box type cross sections. For validation the design is done by applying the
vertical loads acting on the horizontal different cross sections. Software used in this work
is PRO–E 5.0 for modeling, ANSYS 12.0 for analysis.

By employing a polymeric composite heavy vehicle chassis for the same load carrying
capacity, there is a reduction in weight of 73-80%, natural frequency of polymeric
composite heavy vehicle chassis are 32-54% higher than steel chassis and 66-78% stiffer
than the steel chassis. Based on the results, it was inferred that carbon/epoxy polymeric
composite heavy vehicle chassis has superior strength and stiffness and lesser in weight
compared to steel and other polymeric composite materials and other cross sections
considered in this investigation. From the results, it was observed that the polymeric
composite heavy vehicle chassis is lighter and more economical than the conventional
steel chassis with similar design specifications.

D.Nagarjuna, Junaid Mohammed Farooq, A.S.N.Saiteja and P.Siddhartha Sri Teja

[3] An all-terrain vehicle (ATV), also known as a quad, quad bike, three-wheeler, or four-
wheeler, is defined by the American National Standards Institute (ANSI) as a vehicle that

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travels on low pressure tires, with a seat that is straddled by the operator, along with
handlebars for steering control. As the name implies, it is designed to handle a wider
variety of terrain than most other vehicles. This paper deals with design of chassis frame
for an all-terrain vehicle and its optimization. Various loading tests like Front Impact,
Rear Impact, Side Impact, Roll over test etc. have been conducted on the chassis and the
design has been optimized by reducing the weight of the chassis.

Optimization of design has been achieved using IS3074 material. There has been
considerable decrease in weight of roll cage which helps it in moving faster. Optimization
has been achieved by reducing the diameter of chassis bar wherever less load is acting
and where there are less deformations. In this way the weight of chassis has been reduced
from 84 kg to 64 kg by performing various loading analysis test on roll cage.

K.S.Sunil, Jaya Christiyan [4] this paper, deals with the development of bike chassis
using reverse engineering and optimized the same with FEM. Chassis is the back bone of
two wheeler. The chassis 3D model was developed with the help of reverse engineering
technique using CATIA V5 R20. The FEM simulation was done using ANSYS software.
The simulation predicts the stress distribution, displacement and natural frequency. The
weight optimization of the chassis plate, i.e. which is used to mount the engine was done.

Figure 5 – 3D model of bike chassis

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This paper was mainly concentrated on the bike chassis design and development methods
using RE and 3D printing Technique. In the optimization the weight of the chassis plate
was reduced by 10.28%. From the static analysis it was found that the maximum stress
was 217.029Mpa and having displacement of 0.07 mm for a maximum load of 250 Kg,
and from modal analysis chassis was able to withstand maximum frequency of
236.697Hz. Further for the visualization of the model, rapid prototyping technology
called fused deposition modeling (FDM) was used to produce prototype of the chassis.

Wang Li-rui and Yang Xiao-long [5] In order to develop and improve the design of a
vehicle frame, this paper illustrates the modeling and simulation of a new type of vehicle
frame. Modeling of the frame was done via UG NX6.0, and simulation of the frame was
done through ANSYS 12.0 to reduce the weight of the frame, 6061 aluminum alloy,
which contains Mg and Si, was used to manufacture the frame. Moreover, carbon fiber
was applied in manufacture of the chair and other accessories to additionally reduce the
weight. Based on the simulation results, component was designed to strengthen the
frame. Based on the results and improvements, the design was accomplished.

Figure 6 – Vehicle frame model

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Hyperworks was used to validate the model using another shell element type algorithm.
However, the validation shows a slight difference in the displacement in the three
dimensions. Moreover, since this vehicle, which is based on the frame, will join the
competition to compete for the lowest oil consumption, the frame seems to be a little bit
heavy. This means further improvement can be made if more appropriate materials are
available. Simulation using ANSYS 12.0 and Hyperworks has successfully validated the
model in static conditions and dynamic conditions with the safety index in mind. After
improvements above, all statistics, including displacement, stress and load distribution
are within the material limitations. The model was found to be appropriate for the vehicle
to join the competition.

Dr.R.Rajappan and M.Vivekanandhan [6] Truck chassis is a major component in a

vehicle. In truck chassis different type of failures occur due to static and dynamic loading
condition. In this present work static and dynamic load characteristics are analysed using
FE models from this work. High stress area, analyzing vibration, natural frequency and
mode shape are identified by using finite element method. Modal updating of truck
chassis model was done by adjusting the selective properties such as mass density and
Poisson‟s ratio. Predicted natural frequency and mode shape will be validated against
previously published result. Finally, the modifications of the updated FE truck chassis
model were proposed to reduce the vibration, improve the strength, and optimize the
weight of the truck chassis. Software used in this work is PRO–E 5.0 for modeling,
ANSYS 12.0 for analysis.

The material used is AISI 4130 alloy with quenched and tempered treatment. The paper
has looked into the determination of the dynamic characteristic the natural frequencies
and the mode shapes of the truck chassis, investigating the mounting locations of
components on the truck chassis and observing the response of the truck chassis under
static loading conditions. For the linear static analysis, the stress distribution and
deformation profile of the truck chassis subjected to two loading conditions: truck
components loading and asymmetrical loading had been determined. Maximum stress
occurred at the mounting brackets of the suspension system while the maximum

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translation occurred at the location where the symmetry and asymmetry load is acting.
The maximum stress of the truck chassis is 16KN while the maximum translation is
2.013mm. These values are acceptable as compared to the yield strength of the chassis
material and the tolerance allowed for the chassis.

Jakub Smiraus, Michal Richtar [7] A significant breakthrough in motorcycle chassis

design took place at the end of 90s, when new materials, e.g. aluminium alloy or various
composites, were utilized. This brought about up-to-now unprecedented strength while
sustaining or even decreasing weight of particular parts. It was then, when development
of fast yet perfectly controllable and safe motorcycles was made possible. Modern
motorcycles have a number of electronic systems supporting their driving stability.
However, the idea of trying to affect the driving stability with the use of up-to-now
changeless parameters such as wheelbase or trail is quite new. Such an innovative
solution of motorcycle suspension with variable geometry dependent on driving
conditions was designed in this thesis.

Figure 7 – Stress during torsion load of chassis

The designed system with steering geometry changes might be a pioneering idea in
construction of the 21st century motorcycle chassis. The trail adjustment along with

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changes in wheelbase and ground clearance of the bike open up many options in the field
of negative effects regulation resulting from the dynamic characteristics of motorcycle
motion. With the introduction of composite materials and latest aluminium alloys, there
come the possibilities of suspension construction with variable values of steering axis
angle or wheelbase. The main idea in the construction of the designed suspension is to
smoothly change the parameters of the chassis during the drive.

Chien-Ping Chung, Ching-Fang Lee [8] Parameters decision for products that can
effectively reduce costs and enhance quality plays an important role in product
competitiveness. This paper aims to discuss the parameters decisions of a bike frame.
This study first applied the statistical method and simulation software ANSYS to acquire
the experimental data of bike frames. The simulation processes of the experimental
design used the response surface methodology (RSM), and then conducted data analysis
to determine the optimal response surface according to the successful application of
statistical analysis results. This study simulated product assembly functions by
experimental design, and proposed solutions for product parameters.

This study took the BBD experimental matrix method of RSM, which has the merit of
appropriate experiment frequency, and then, applied mathematics programming software
to acquire the optimal solution model. By simultaneously applying RSM and
mathematical programming, it is possible to acquire the strengths of both these methods.
This study presents a new method to determine design parameters of products, which can
lower unnecessary cost expenditures and achieve higher efficiency, thus, enhancing the
competitive power of manufacturers and leading to higher profits.

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3. PROJECT OVERVIEW

3.1. Problem Statement

Mass or weight reduction is becoming an important issue in automotive industry. Weight

reduction will give substantial impact to fuel economy, efforts to reduce emissions and
therefore, save environment.

Chassis is a prominent structure for bike body, which takes the loads during serious
accidents, costly recalls, chassis also has an impact on product image. Commonly used
material for chassis is steel which is heavy in weight or more accurately in density. There
are various alternate materials like composites, aluminium alloys, titanium, carbon fibre,
magnesium, etc. which are lesser in weight and provides high strength and thus can be
used for chassis. Various compositions can be tested and experimented so that the overall
weight of the vehicle can be reduced for better fuel efficiency.

3.2. Objective of Project

 Prepare a CAD model from input parameters.

 Analyze its real time boundary conditions and recommend required changes for
design optimization.

 Weight reduction of vehicle while maintaining strength.

3.3. Proposed Methodology

Phase I- Literature Survey

Using the knowledge from literature review, we can know how the CAD model is to be
prepared. The conditions required for applying various constraints and how the loads are
applied is briefed about in the technical papers refered.

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Phase II- CAD Model Generation

 Getting input data on dimensions of chassis from market.

 Creating 3D model in CATIA.

Phase III-Determination of loads

 Engine load and location.

 Fuel tank weight.
 Rider and pillion weight.
 Overall weight of the vehicle at CG.
 Loads acting during dynamic motion using vehicle dynamics.

Phase IV- Testing and Analysis

 Meshing the CAD model and applying the boundary conditions.

 Solve for the solution of meshed model using ANSYS.

Phase V- Re-Design, Analysis and Result with new alternate material

 Study various alternate materials and select some most appropriate materials.

 Analyse the model with selected alternative materials and finding out the best
suited material.

 Check the maximum stress ensuring it is well within the safe region.

Phase VI- Fabrication, Experimental validation and Result

 Fabrication of prototype with new alternate material.

 Suitable experimentation and comparison with present chassis material.

 Validation of result by comparing with software results.

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 Literature Review

CAD model generation using CATIA

Determination of load

Testing and analysis using ANSYS

Re-Design,Testing and Analysis with new alternate

material

Fabrication and Experimental Validation

Result and Conclusions

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3.4. Expected Outcome

The chassis with alternate material is performing better with a satisfying amount of
weight reduction. The weight reduction will hence lead to better fuel efficiency of the
vehicle.

3.5. Expected Cost

The costing of the project is approximately near Rs. 30,000.

4. STAGE I PROGRESS

4.1. Literature Survey

All relevant literature has been studied. The conditions required for applying various
constraints and how the loads are applied have been studied. Various analysis techniques
have also been studied well.

4.2. CAD Model Generation

4.2.1. Specifications of Chassis

The Bajaj Pulsar 180 DTS-i chassis have been used in the project.

Figure 8 – Bajaj Pulsar 180 DTS-i

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The specifications of bike are-

ENGINE

Displacement (cc) 178

Cylinders 1

Max Power 17 bhp @ 8500 rpm

Maximum Torque 14 Nm @ 6500 rpm

Bore (mm) 63

Stroke (mm) 56

Valves Per Cylinder 4

Fuel Delivery System Carburetor

Fuel Type Petrol

Ignition Digital Twin Spark Ignition

Spark Plugs (Per Cylinder) 2

Cooling System Air Cooled

TRANSMISSION

Gearbox Type Manual

No Of Gears 5

Transmission Type Chain Drive

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Clutch Wet multi-plate

DIMENSIONS AND WEIGHT

Kerb Weight (Kg) 147

Overall Length (mm) 2035

Overall Width (mm) 765

Overall Height (mm) 1165

Wheelbase (mm) 1350

Ground Clearance (mm) 150

Seat Height (mm) 790

FUEL EFFICIENCY AND RANGE

Fuel Tank Capacity (Litres) 15

Reserve Fuel Capacity (Litres) 3.2

Fuel Efficiency Overall (Kmpl) 45

Fuel Efficiency Range (Km) 675

CHASSIS AND SUSPENSION

Chassis Type Double Cradle

Front Suspension Telescopic, Anti-friction bush

Rear Suspension 5 way adjustable, Nitrox shock absorber

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BRAKING

Brake Type Disc

Front Disc Yes

Front Disc/Drum Size (mm) 260

Rear Disc No

Rear Disc/Drum Size (mm) 130

Calliper Type --

WHEELS AND TYRES

Wheel Size (inches) 17

Front Tyre 90/90 x 17

Rear Tyre 120/80 x 17

Tubeless Tyres Yes

Radial Tyres No

Alloy Wheels Yes

ELECTRICALS

Electric System --

Battery 12 V ( Low Maintenance Battery )

Headlight Type Pilot Lamps Type

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Headlight Bulb Type 35/35 W with 2 pilot lamps

Brake/Tail Light Pilot Lamps

Turn Signal Yes

Pass Light Yes

Table 1 – Specification of Bajaj Pulsar 180 DTS-i

4.2.2. Dimensions of Chassis

The dimesions of chassis have been extracted from existing one by using reverse
engineering.

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Figure 9 – Reverse engineering of bike chassis

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4.2.3. CAD Model

Figure 10 – CAD model of chassis in CATIA V5

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4.3. Finite Element Analysis

A general-purpose commercial finite element code, Hyper-Mesh and Ansys is applied to

conduct the static simulations. The FEA model of bike chassis in this study is constructed
based on the geometry. A full 3-D solid model is constructed for the static test
simulation. The schematic of an FEA model used in static test simulations is shown in
figure.

Figure 11 - Meshed model of bike chassis in Hyper-Mesh

The cad model in IGES format is imported in Hyper-Mesh for the preparation of FE
model. Then geometry cleanup was done by using options like „geom. cleanup‟ and
„defeature‟ to modify the geometry data and prepare it for meshing operation. This
process involves deletion of curvature of very small radius (less than 2mm) which has
less structural significance. Mixed type of elements which contains quadrilateral as well
as triangular elements, have been used in analysis. These 2D elements are converted into
3D tetra elements. The sensitive regions have been re-meshed by manually considering
the shape and size of the parts. Quality check of all the elements has been performed and
mesh is accordingly optimized.

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 Figure 12 - Meshed model of bike chassis with rigids

4.3.1. Material Properties

At present commonly used material for bike chassis is mild steel, whose properties are
listed below ,

Property Value

Young’s Modulus, E 2.1x105 MPa

Poisson’s Ratio ,ν 0.3

Density, ρ 7850 kg/m3

Yield Stress, σyield 350 MPa

Ultimate Tensile Stress, σuts 490 MPa

Table 2 – Material properties of bike chassis

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4.3.2. Quality Criteria

Some default quality criteria are available in Hyper-Mesh, including following:

 Min. Side Length: Length of the smallest side of an element.

 Max. Side Length: Length of the largest side of the element.
 Aspect Ratio: Ratio of longest side to the shortest side of element.
 Warpage: Deviation of an element or element face from being planar.
 Min/Max Quad Internal Angle: The minimum/maximum angle of a quad element.
 Min/Max Tria Internal Angle: The minimum/maximum angle of triangle element.
 Percentage of Triangular Elements: The ratio of the number of triangular element
to the total number of elements.

For finite element analysis quality criterion was prepared as listed above and is
maintained throughout the meshing process.

4.3.3. Quality Parameter Allowable

 Maximum Aspect Ratio: 5

 Maximum Warpage Angle: 15
 Minimum Quads Internal Angle: 45
 Maximum Quads Internal Angle: 135
 Minimum Tria Internal Angle: 15
 Maximum Tria Internal Angle: 120
 Percentage of Triangular Elements: 5

4.3.4. Applied Boundary Conditions

The rear end portion and portion of handle in front is made fixed (as shown in figure by
whitish portion) and then various loads are applied and analysis was done. Various load
applied are as follow-

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Rider Weight 70 kg

Pillion Weight 70 kg

Fuel Tank Weight 20 kg

Engine Weight 40 kg

Table 3 – Load conditions applied in meshed model

The figure below shows the portions that were made fixed during the analysis.

Figure 13 – Boundary conditions applied on model

4.3.5. Analysis Results

Displacement

The maximum displacment is coming out to be 0.114 mm which is very less.

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 Figure 14 – Displacement contour plot

Stress

The maximum stress occurs at joint locations and is coming out to be 53.4 N/mm2.

Figure 15 – Stress contour plot

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4.3.6. Conclusion

From results of finite element analysis it is observed that stresses are maximum at joint
locations. The maximum stress value is 53.4 N/mm2 which is within the safety limit.
There is a great potential to optimize this safety limit which can be done with the use of
alternate material for ex- aluminium alloy. The maximum displacement value is 0.114
mm which is also very less.

By looking at the results of finite element analysis we can say that there is a great
potential for optimizing weight of chassis by using alternate material without effecting its
structural behaviour.

5. ACCOMPLISHMENT OF WORK

S.no. Activity July Aug Sept Oct Nov Dec

2014 2014 2014 2014 2014 2014

1. Topic Selection

2. Collection of Papers and

Literature Survey

3. CAD Model Generation

using CATIA V5

4. Analysis and Testing of

CAD Model using
Hypermesh and ANSYS

5. Stage I Report Writing

Table 4 – Accomplishment of Work

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6. PLAN OF FURTHER PROCESS

The CAD model of Bajaj Pulsar 180 DTS-i chassis has been prepared in CATIA V5. This
CAD model has been meshed in Hyper-Mesh and analysed in ANSYS for various loads
acting on chassis in static condition for conventional chassis material i.e mild steel. The
chassis model will be further analysed by using various alternate materials and
composition and using the results achieved a suitable material will be selected. A
prototype will be fabricated with the selected material and will be tested and results will
be compared with software for validation.

Proposed Alternate Material

Various alternate materials like aluminium alloy, carbon fibre, composite materials are
available which are light in weight and provide high strength and thus can be used as a
material for manufacturing chassis. Various compositions can be tested and experimented
so that the overall weight of the vehicle can be reduced for better fuel efficiency. The
final selection of material will depend upon the availability and cost of material in the
market [2].

Experimentation

A prototype will be fabricated with the selected new alternate material and will be tested
for maximum stress and displacement. The measured values will be compared with the
results from software and will be validated accordingly. Nine T Nine Automotives Pvt.
Ltd. have agreed to fabricate the proposed bike chassis.

The target of completion of project is up to June 2015.

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7. REFERENCES

Reference Books

1. Tony Foale, “Motorcycle Handling and Chassis Design – the art and science”, I
edition, Cycle World Magazine, Spain, 2002.

Papers from Journals

1. CH.Neeraja, C.R.Sireesha, D.Jawaharlal, “Structural Analysis of Two Wheeler

Suspension Frame”, International Journal of Engineering Research and
Technology, August 2012.

2. M.RaviChandra, S.Sreenivasulu, Syed Altaf Hussain, “Modeling and Structural

analysis of heavy vehicle chassis made of polymeric composite material by three
different cross sections”, International Journal of Modern Engineering Research,
August 2012. pp. 2594-2600.

3. D.Nagarjuna, Junaid Mohammed Farooq, A.S.N.Saiteja, P.Siddhartha Sri Teja,

“Optimization of Chassis of an All-Terrain Vehicle”, International Journal of
Innovative Technology and Exploring Engineering, January 2013. pp. 55-57.

4. K.S.Sunil, Jaya Christiyan, “Integration of Reverse Engineering and 3D Printing

for Development of Bike Chassis”, Journal of Mechanical Engineering Research
and Technology, 2014. pp. 405-411.

5. Wang Li-rui, Yang Xiao-long, “Simulation and Improvement of Vehicle Frame

Using FEM”, International Conference on Mechanical Engineering and Material
Science, 2012. pp. 627-629.

6. Dr.R.Rajappan, M.Vivekanandhan, “Static and Modal Analysis of Chassis by

using FEA”, International Journal of Engineering and Science, 2013. pp. 63-73.

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7. Jakub Smiraus, Michal Richtar, “Design of Motorcycle Active Chassis Geometry
Change System”, Technical University of Ostrava, Number 5, Volume VI,
December 2011. pp. 279-288.

8. Chien-Ping Chung, Ching-Fang Lee, “Parameter Decision on the Product

Characteristics of Bike Frame”, Asia Pacific Business Innovation and Technology
Management Society, 2012. pp. 107-115.

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