A Project Report on

DESIGN AND ANALYSIS OF BUS INTERNAL

STRUCTURE MADE OF DIFFERENT MATERIALS
A Dissertation Submitted to
Jawaharlal Nehru Technological University, Kakinada
in partial fulfillment of the requirements for the award of degree

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted By

J.SAI RAJU {16KQ1A0320} B.SRIKANTH {16KQ1A0308} M.NAGA HITHESH

{16KQ1A0332} A.NAGESWARA REDDY {17KQ5A0301} A.VAMSI KRISHNA
{17KQ5A0303}

Under the esteemed guidance of

Dr.M.Sreenivasan,
MS,Ph.D
PRINCIPAL

DEPARTMENT OF MECHANICAL ENGINEERING

PACE INSTITUTE OF TECHNOLOGY & SCIENCES
AUTONOMOUS)
Accredited by NBA&NAAC with ‘A ‘Grade (An ISO 9001: 2008 Certified Institution)
(Approved by AICTE, New Delhi & GOVT. of Andhra Pradesh, Affiliated to JNTU, Kakinada)
NH-16, ONGOLE-523272, Prakasam Dist., Andhra Pradesh.
2016-2020
 PACE INSTITUTE OF TECHNOLOGY&SCIENCES
(AUTONOMOUS)
Accredited by NBA&NAAC with ‘A’Grade(An ISO 9001: 2008 Certified Institution) (Approved by
AICTE, New Delhi & GOVT. of Andhra Pradesh, Affiliated to JNTU, Kakinada) NH-16, ONGOLE-523272,
Prakasam Dist, Andhra Pradesh

CERTIFICATE

This is to certify that this entitled“DESIGNAND ANALYSIS OF BUS

INTERNAL STRACTURE MADE OF DIFFERENT MATERIALS” is a Bonafede record
work carried out by

J.SAI RAJU (16KQ1A0320)

B.SRIKANTH (16KQ1A0308)
M.NAGA HITHESH (16KQ1A0332)
A.NAGESWARA REDDY (17KQ5A0301)
A.VAMSI KRISHNA (17KQ5A0303)

In partial fulfillment of the requirements for the award of the

Degree of Bachelor of Technology in Mechanical Engineering during the
academic year 2016-2020

Signature of the Guide: Signature of the Head of Department

Dr.M. Sreenivasan,MS,Ph.D Dr.Rama Krishna ,M Tech ,Ph.D Principal

Internal Examiner External Examiner

ACKNOWLEDGEMENT
 We are extremely beholden and own an irredeemable dept, of gratitude

to our guide Dr.M.Sreenivasan

MS, Ph.D for his able guidance help extended to

us throughout our project.

We also express our thanks to all the staff of PACE INSTITUTE OF

TECHNOLOGY & SCIENCES for their help and moral support extended by

them.

We also thank that Lecturers and Lab technicians of our MECHANICAL

ENGINEERING DEPARTMENT.

We also thank our Head of the Department Dr. Rama Krishna

M.Tech,
Ph.D, for his patiently hearing and making arrangements for our project

and his continuous guidance given by him.

We would like to thank our Principal Dr.M.Srinivasan ,

MS.,Ph.D for his

continuous encouragement in completing the project in time. We would like to

thank Mr. M. SRIDHAR, Secretary & Correspondent of our esteemed

organization for providing good environment for completing our project work.

J.SAI RAJU {16KQ1A0320} B. SRIKANTH {16KQ1A0308} M.NAGA

HITHESH {16KQ1A0332} A.NAGESWARA REDDY {17KQ5A0301}

A.VAMSI KRISHNA {17KQ5A0303}

3
DECLARATION

We here by declare that project report entitled “DESIGN AND ANALYSIS OF BUS

INTERNAL STRACTURE MADE OF DIFFERENT MATERIALS”is a genuine project

work carried out by us in B.Tech degree course OF JAWAHARLALNEHRU

TECHNOLOGICALUNIVERSITY,KAKINADA and has not been submitted any other

courses or University for award any Diploma or any by us,

Signature of Students

1.J.SAI RAJU

2.B.SRIKANTH

3.M.NAGA HITHESH

4.A.NAGESWARA REDDY

5.A.VAMSI KRISHNA

4
ABSTRACT

The optimization of performance of vehicles or public transportation

buses are increasingly depending on many factors like design, weight

reduction or optimization and so on. This investigation mainly focused

on the weight reduction factor. To reduce the weight of the bus body

internal frame weight reduction or optimization were performed without

 overall strength and rigidity. There are many local producers ,who

construct the bus body internal frames of passengers buses with local

needs .Local producers mainly focus on the design of the internal frame

but not weight reduction .Local producers use steel to construct the

internal frame structure but steel have high density compared with

materials .In this research, four materials considered ,which are

Structural steel ,Graphite epoxy ,Magnesium alloy and E-glass epoxy to

replace the steel.

By replacing the steel with other materials, weight of the structure was

reduced. Weight reduction analysis done on the bus body internal frame

using these materials. Analysis is done on ansys. The results of the

research provide materials which reduced the weight of the structure.

5
CONTENTS

TABLE OF CONTENTS

CONTENTS PAGE NO LIST OF TABLES

LIST OF FIGURES

CHAPTER-1 INTRODUCTION 11 1.1 GENERALINFORMATION 11

CHAPTER-2LITERATUREREVIEWS 13 2.1 SUMMARY OF LITERATURE

REVIEWS 15 CHAPTER-3 BUS INTERNAL FRAME 16 3.1 DEFINATION 16

3.2FUNCTIONS OF FRAME 16 3.3 BUS BODY PARTS 17 3.3.1 CHASSIS 17

3.3.2 AXLES 18 3.3.3 SUSPENSIONS 19 3.3.4 INTERNAL BUS STRUCTURE

20 CHAPTER-4 PRODUCT LIFE CYCLE MANAGEMENT 22 4.1

INTRODUCTION 22 4.2 TEAMCENTER PLM SPFTWARE 23 4.3

TEAMCENTER INTERFACE 24 4.4 INTEGRATED WITH NX 25 CHAPTER-5

STRUCTURE MATERIALS 27 5.1 USING MATERIALS 27 5.2 STRUCTURAL

STEEL 27 5.3 MAGNESIUM ALLOY 28 5.4 E-GLASS EPOXY 29

6
5.5 GRAPHITE EPOXY 30 CHAPTER-6 INTRODUCTION OF ANSYS 31 6.1

INTRODUCTION 31 6.2 STRUCTURAL ANALYSIS 32

6.3 LOADS IN A STRUCTURAL ANLYSIS 32 CHAPTER-7 ANALYSIS RESULT

25 7.1 PARAMETERS 33 7.2 STRUCTURAL STEEL ANSYS REPORT 34

7.3 MAGNESIUM ALLOY ANSYS REPORT 38 7.4 GRAPHITE EPOXY

ANSYS REPORT 42

7.5 E-GLASS EPOXY ANSYS REPORT 47 CONCLUSOON 51

REFERENCES 52

7
LIST OF TABLES
 TABLE NO TITLE PAGE NO

7.2.1 ANALYSIS 34 7.2.2 STATIC LOADS 35 7.2.3 TOTAL

DEFORMATION 36 7.2.4 EQUIVALENT ELASTIC STRAIN 36

7.2.5 EQUIVALENT STRESS 36 7.2.6 MATERIAL DATA 37 7.3.1

ANALYSIS 38 7.3.2 STATIC LOADS 39 7.3.3 TOTAL

DEFORMATION 40 7.3.4 EQUIVALENT ELASTIC STRAIN 40

7.3.5 EQUIVALENT STRESS 41 7.3.6 MATERIAL DATA 41 7.4.1

ANALYSIS 42 7.4.2 STATIC LOADS 43

7.4.3 TOTAL DEFORMATION 44 7.4.4 EQUIVALENT ELASTIC

STRAIN 44 7.4.5 EQUIVALENT STRESS 45 7.4.6 MATERIAL

DATA 46 7.5.1 ANALYSIS 47 7.5.2 STATIC LOADS 48 7.5.3

TOTAL DEFORMATION 49

7.5.4 EQUIVALENT ELASTIC STRAIN 49 7.5.5 EQUIVALENT

STRESS 49 7.5.6 MATERIAL DATA 50

8
LIST OF FIGURES

FIRGIURE NO TITLE PAGE NO 3.3.1 3D DIAGRAM OF CHASSIS 18 3.3.2 3D

DIAGRAM OF AXLES 19 3.3.3 3D DIAGRAM OF SUSPENSIUONS 20 3.3.4 3D

DIAGRAM OF INTERNAL BUS STRUCTURE 21 4.1 PRODUCT LIFE CYCLE

MANAGEMENT 23 4.2 TEAMCENTER PLM SOFTWARE 24 4.4 NX

INTEGRATED WITH TEAMCENTER PLM SOFTWARE 25 4.4.1 DESIGN MODEL

26 7.2.1 3D MODEL 34 7.2.2 MESH DIAGRAM 34 7.2.3 FORCE DIAGRAM 35

7.2.4 FIXED SUPPORT DIAGRAM 35 7.2.5 TOTAL DEFORMATION DIAGRAM

36 7.2.6 EQUIVALENT ELASTIC STRAIN DIAGRAM 36 7.2.7 EQUVALENT

STRESS DIAGRAM 37 7.3.1 3D MODEL 38 7.3.2 MESH DIAGRAM 38 7.3.3

FORCE DIAGRAM 39 7.3.4 FIXED SUPPORT DIAGRAM 39 7.3.5 TOTAL

DEFORMATION DIAGRAM 40 7.3.6 EQUIVALENT ELASTIC STRAIN DIAGRAM

40 7.3.7 EQUVALENT STRESS DIAGRAM 41 7.4.1 3D MODEL 42 7.4.2 MESH

 DIAGRAM 42

9
7.4.3 FORCE DIAGRAM 43 7.4.4 FIXED SUPPORT DIAGRAM 44 7.4.5 TOTAL

DEFORMATION DIAGRAM 44 7.4.6 EQUIVALENT ELASTIC STRAIN

DIAGRAM 45 7.4.7 EQUVALENT STRESS DIAGRAM 45 7.5.1 3D MODEL 47

7.5.2 MESH DIAGRAM 47 7.5.3 FORCE DIAGRAM 48 7.5.4 FIXED SUPPORT

DIAGRAM 48 7.5.5 TOTAL DEFORMATION DIAGRAM 49 7.5.6 EQUIVALENT

ELASTIC STRAIN DIAGRAM 49

7.5.7 EQUVALENT STRESS DIAGRAM 50

10
CHAPTER-1

INTODUCTION

1.1 GENERAL INFORMATION

 A bus is used as the most common public transport vehicle in any country. The

electrification of a bus as mass transportation fleets will give an important meaning in the

country in terms of economic, social, and environmental aspects. It can be stated that the

electric bus is a demand in the future. At the other side, the existence of an Efficient,

sustainable and environmentally friendly transport system requires several Challenges to be

addressed to meet many requirements in terms of transport Performance, comfort, safety,

energy consumption and costs, quality and reliability as Well environmental impact .There is

no other choice unless those requirements have To be considered since in the design stage .To

reduces production costs and improve Energy efficiency, a weight reduction of vehicle body

structures s pursued.

Therefore, it is a great significance to utilize the numerical optimization procedure in

The design of bus structure to obtain the minimum structural weight on the basis of

Mechanical characters and vibration performance. The body was an important part to the

whole vehicle. Most of the vehicle body was made up of stamping parts, which had a

complex structure and was composed of many Parts. The body occupies almost 60% of the

investment cost, who’s mass occupies about 30-40% of the whole vehicle. In live load

condition, about 70% of the vehicle’s gas consumption was expended on the vehicle body.

Therefore, the body lightweight was Important to the vehicle lightweight, also it was one of

the main research subjects in Vehicle industry .The project includes detailed design,

development and analysis of the body structure of Bus. According to AIS code ,performance

parameters have to be followed by the

11
bus Body builders to ensure required strength The separate frame and body type of vehicle

construction is the most common technique used when producing most full-size and cargo

vehicles .In this type of construction, the frame and the vehicle body are made separately ,and

each is a complete unit by itself.

 The frame is designed to support the weight of the body and absorb all of the loads

imposed by the terrain suspension system, engine, drive train ,and steering system and the

merely contains and ,in some cases, protects the cargo .The body generally is bolted to the

frame at a few points to allow for flexure of the frame and to distribute the loads to the

intended load-carrying members

The components of this type of frame areas follows:

The comprises of bus body have main components

1. The left and right frame side

2. The front and back frame side

3. The top and bottom frame side.

4. In that the top frame side is sometime called Roof frame side. The bottom frame side is
also called Floor frame side

12
CHAPTER-2

LITERATURE REVIEWS

Magnus Cruz, et al.[1] (2008) published a paper on “Methodology for Replacement of

Conventional Steel by Micro alloyed Steel in Bus Tubular Structures”. Authors used HSLA

(Structural Micro Alloyed Steel) instead of conventional type of steel in a vehicles used for
passenger transport of more than 20 people capacity, tubular structures. They used simple type

of tests and specific tools in finite element type of analysis for the new material used.

Therefore time required for the test and analysis was very less and the designer can optimize

the material and Replacement time of the component.

J. Karliinski, et al. [2], studied “Strength Analysis of Bus Superstructure According to

Regulation No. 66 of UN/ECE”. They considered non linearity of the material and their

geometry and analysed for a bus super-structure Model using a finite element analysis

software to find the strength of the materials.

Guosheng Zhang, et al. [3], studied “The Study of Bus Super structure Strength Based on

Rollover Test Using Body Sections”. In this study they took a full load bus as there search

object, the finite element analysis theory was applied to build the finite element model of the

bus and the numerical simulation environment of the structural strength of the superstructure.

H.S. Kim, et al. [4], I. published paper on “Dynamic Stress Analysis of a Bus Systems”.

They presented the effective method for dynamic stress analysis of structural components of

bus systems or general mechanical systems. The proposed method is the hybrid superposition

method that combined finite element static and eigen value analysis with flexible multi body

dynamic analysis.

13
SachinThorat, et al. [5], published paper on “Computational Analysis of Intercity Bus with

Improved Aesthetics and Aerodynamic Performance on Indian Roads”.

H. S. Kim, et al. [6], published paper on “Dynamic Stress Analysis of a Bus Systems”. They

presented the effective method for dynamic stress analysis of structural components of bus

systems or general mechanical systems.

Suthep Butdee, et al. [7], published a paper on “TRIZ Method for Light Weight Bus Body
Structure Design ”.Their purpose of the work is the generalization of available data on

averting and using the thermal deformations in the technology, the analysis of the methods of

compensating the thermal deformations with the use of tools TRIZ (Principles, Contradictions

,Su-Field analysis, Trends of Development); the determination of the promising tendencies in

region(in accordance with the Trends of the Development of Technical Systems).

PrasannapriyaChinta, et al. [8], published a paper on “A New Design and Analysis of BUS

Body Structure”. In this paper they proposed a new method for designing a bus body.

Structure is designed and modeled in 3Dmodeling software Pro/Engineer.

Patrizio Pelliccioneet al.[9] “ Automotive Architecture Framework: The experience of Volvo

BUS”, Journal of Systems Architecture (2017) 1–18. [9] Su-JinPark ,Wan-Suk Yoo, Yuen-Ju

Kwon, “Rollover Analysis of a Bus Using Beam and Nonlinear Spring Elements”,

Proceedings of the 9th WSEAS International Conference on Applied Mathematics, Istanbul,

Turkey, May 27-29, 2006 (pp128-113).

Kang and Chun (2000) [3] studied prediction of the collapse mode in automotive seat

structure by using a cost-effective model, the virtual prototyping and analysis of a front seat

system in the case of a front impact were carried out. In order to predict the major

collapse mode of a seat structure in this scenario, the strength effectiveness of

each

14
component in the seat system is examined using a self-developed experimental

procedure.

2.1 SUMMARY OF LITERATURE REVIEW

The present study has analyzed the various literature. After a careful analysis of various
 research studies conducted so for it has been found that sufficient studies have not been

conducted on variable materials of frame concept. Hence in order to fill the gap future

research studies may be conducted on variable materials of frames.

15
CHAPTER-3

BUS INTERNAL FRAME

3.1 DEFINITION

An internal bus is a type of data bus that only operates internally in a computer or system .It

carries data and operations as a standard bus ;however ,it is only used for connection and
interacting with internal with internal computer components .An internal bus is also known as

the internal Data bus ,front side bus(FSB) and local bus

3.2 FUNCTIONS OF FRAME

The main functions of a frame in motor vehicles are:

⮚ To support the vehicle’s mechanical components and boy.

⮚ To deal with static and dynamics loads, without undue deflection or distortion. ⮚

Weight of the body, passengers, and cargo loads.

⮚ Vertical and torsional twisting transmitted by going over uneven surfaces. ⮚ Transverse

lateral forces caused by road conditions, side wind, and steering the vehicle. ⮚ Torque from

the engine and transmission.

⮚ Longitudinal tensile forces from starting and acceleration, as well as compression from

braking.

⮚ Sudden impacts from collisions.

16
3.3 BUS BODY PARTS

The following are the bus body structure parts:

1. Chassis

2. Axles
3. Suspensions

4. Bus body internal structure

3.3.1 CHASSIS

Chassis is the back bone of the vehicle. A vehicle without body is known as

a chassis. A chassis is the load-bearing framework of an artificial object, which structurally

supports the object in its construction and function. An example of a chassis is a vehicle

frame, the under part of a motor vehicle, on which the body is mounted; if the running gear

such as wheels and transmission, and sometimes even the driver's seat, are included, then the

assembly is described as a rolling chassis. The supporting frame of a structure (such as an

automobile or television).

It is the main mounting for all the components including body. So it is also called as carrying

unit .The shape of the chassis is determined by the location of the power unit, the

arrangements of the suspension system and the load to be carried.

The rectangular, usually steel frame, supported on springs attached to the axles, that holds the

body and motor of an automotive vehicle. Chassis is not only used for the automotive

vehicles, others like landing gear on aircraft including the wheels.

17
fig 3.3.1

3.3.2 AXLES

An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle may be

fixed to the wheels, rotating with them, or fixed to the vehicle, with the wheels rotating around

the axle. In the former case, bearings or bushings are provided at the mounting points where

the axle is supported. In the latter case, a bearing or bushing sits inside a central hole in the

wheel to allow the wheel or gear to rotate around the axle. Sometimes, especially on bicycles,

the latter type axle is referred to as a spindle.

Axles are an integral component of most practical wheeled vehicles. In a live-axle suspension

system, the axles serve to transmit driving torque to the wheel, as well as to maintain the

position of the wheels relative to each other and to the vehicle body. The axles in this system

must also bear the weight of the vehicle plus any cargo. A non-driving axle, such as the front

beam axle in heavy duty trucks and some two-wheel drive light trucks and vans, will have no

shaft, and serves only as a suspension and steering component. Conversely, many front-wheel

drive cars have a solid rear beam axle.

18
fig 3.3.2

3.3.3 Suspensions
Bus is a passenger vehicle that utilizes solid axle as the primary suspension system. A solid

axle consists of a central differential in a single housing that also contains the drive shafts that

connect the differential to the wheels. The axle is typically suspended with leaf springs and

shock absorbers. The axle is also attached to antiroll bars reduce the body roll of a vehicle

during fast cornering or to over road irregularities.

suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects

a vehicle to its wheels and allows relative motion between the two. Suspension systems must

support both road holding/handling and ride quality, which are at odds with each other.

19
Fig 3.3.3
3.3.4 Internal bus structure
A group of lines that serves as a connecting path for Several devices is called bus .In addition

to the lines that carry the data, the bus must have lines for address and Control purposes.

In computer architecture, a bus is a subsystem that transfers data between computer

components insidea computer or between computers.

A computer bus structure is provided which permits replacement of removable modules

during operation of a computer wherein means are provided to precharge signal output lines

to within a predetermined range prior to the usage of the signal output lines to carry signals,

and further, wherein means are provided to minimize arcing to Pins designed to carry the

power and signals of a connector In a specific embodiment, pin length, i.e., separation

between male and female components of the connector, are subdivided into long pin length

and short pin length. Ground connections and power connections for each voltage level are

assigned to the long pin lengths. Signal connections and a second power connection for each

voltage level is assigned to the short pin lengths .The precharge/prebias circuit comprises a

resistor divider coupled between a

20
power source and ground with a high impedance tap coupled to a designated signal pin, across
which is coupled a charging capacitor or equivalent representing the capacitance of the signal

line. Bias is applied to the prechargeprebias circuit for a sufficient

length of time to precharge the signal line to a desired neutral signal level between expected

high and low signal values prior to connection of the short pin to its mate.

fig 3.3.4

21
CHAPTER-4
PRODUCT LIFE CYCLE MANAGEMENT
4.1 Introduction

PLM is domain, which we can manage the complete life cycle of a product from its idea (or)

concept to the feedback after distribution into market. In the PLM software, we can integrate

multiple software’s on to it, to do required work to manage the entire life cycle.

Such PLM software’s are Autodesk Vault, Autodesk Fusion Life cycle PLM, PTC Wind-chill,

Siemens PLM, Bamboo Rose, Dassault ENOVIA, Aras PLM, Arena PLM, SAP PLM,

CMPRO, Omnify Empower PLM, propel PLM, Oracle Agile, Inform Opteva, Unique PLM,

PTC PLM, Fuse PLM, Product center, Kalypso.

PLM provides businesses with unified information at every stage of the product life cycle

∙ Planning

∙ Development

∙ Execution

∙ Support.

PLM enable organizations and their partners to effectively collaborate at every stage of the

product life cycle.

22
fig 4.1
4.2 Team center PLM Software

Team center course introduces the concept of product life cycle management (PLM) and

working in a collaborative environment to share product data.

To learn the basic concepts of product life cycle management .To use the rich client user

interface to perform basic user tasks .To create and work with Team center items and item

revision .To organize, manage, and secure product data .

To use various navigations methods to locate, view, and report on product data.

⮚ Team center is a Virtual Gateway to a company’s production information.

⮚ Team center supports all phases of the product life cycle.

⮚ Team center solution can be configured to:

∙ Integrate idea management and requirements planning.

∙ Link partners and suppliers with secure global access.

∙ Enable consistent, repeatable processes and commonality.

23
fig 4.2
Team center software can be used to

⮚ Provide secured access to real time data to all users.

⮚ Connect people, processes, and information.

⮚ Easily manage the product changes.

⮚ Provide information to downstream applications.

⮚ Create, capture, secure, and manage every detail of production information.

4.3 Team center Interface

Team center interfaces are of two types:

1. Rich client interface.

2. Thin client interface.

∙ Rich client used by authors, manufacturing authors, administrators, and other users. ∙

Thin client used by consumers, manufacturing consumers, and reviewers.

24
4.4 We are using NX integrated Team center PLM Software
Why NX

NX CAD provides leading-edge solutions for design that improves productivity throughout

product development.

fig4.4
Concept of NX integrated Team center PLM Software

Advantages of NX CAD

⮚ Fast, Flexible, Efficient Product Design.

⮚ NX design tools are superior in power, versatility and productivity.

⮚ NX enables fast and efficient work through full range of design tasks such as: ∙

2D Layout,

25
∙ 3D Modeling,

∙ Assembly design,

∙ Drafting and Documentation.

 Design model

The design of the bus body internal structure by using the NX software.

fig 4.4.1

26
CHAPTER-5
STRUCTURE MATERIALS

5.1 USING MATERIALS

Traditionally, the most common material for manufacturing vehicle structure has been steel, in

various forms .Overtime other materials have come into use, the majority of which have been
covered here.

5.2 Structural steel

Structural steel is a category of steel used as a construction material for making structural

steel shapes. A structural steel shape is a profile, formed with a specific cross section and

following certain standards for chemical composition and mechanical properties. Structural

steel shapes, sizes, composition, strengths, storage practices, etc., are regulated by standards

in most industrialized countries.

Steel used for making construction materials in a variety of shapes. Many structural steel

shapes take the form of an elongated beam having a profile of a specific cross section.

Although steel does corrode when exposed to adverse environments, such corrosion is not too

much of a concern: A good coating, properly prepared and applied, will offer excellent

protection. Only when damage is sustained which reveals bare metal does this factor becomes

an issue. Overall, the benefits steel has as a material for chassis building far outweigh the

problems of using it, and it seems that this is likely to remain the case for the foreseeable

future where production vehicles are concerned.

27
Structural steel properties

1. Density = 7.856e-006Kg mm^-3

2. Mass = 1630.4Kg

3. Modulus = 207Gpa

4. Tensile strength = 365Mpa

5. Yield strength = 303Mpa

5.3 MAGNESIUM ALLOY

MAGNESIUM is the lightest common structural metal with a density of 1.74 g/cm3 in its

solid state. The data in this collection focus on mechanical and physical properties of

magnesium that are relevant to engineers in the design of lightweight components and

structures. Other references (Ref 1, 2) are suggested for details on the various manufacturing

processes employed. This collection contains physical data that are helpful for the metal

processor and for process simulation. The effect that various manufacturing processes have on

the resulting magnesium components is evident by comparing the data among the various

casting and wrought forms. Proper use of the data requires a clear understanding of the

material behavior the values represent. Consensus definitions of material properties are found

in the Glossary of Terms in this book. Effort has been made to attribute the source of the data.

Multiple sources are given when available to give the reader an indication of the veracity and

range of the data. The comparison of data found in literature is made challenging by the

variety of test methods and reporting formats employed by researchers, and by varied

designations given to alloys.

Magnesium alloy properties

1. Density=1.8 e-006 kg mm^-3

28
2. Mass=373.85kg

3. Young’s Modulus=45Gpa

4. Ultimate tensile strength=258Mpa

5. Yield strength=130Mpa
6. Poisson’s ratio=0.35

5.4 E- glass epoxy

E-Glass / Epoxy Resin, Borosilicate Glass Reinforced Epoxy Composites are extremely strong

materials used in roofing, automobiles, and pipes. E-glass/epoxy composite under quasistatic

loading resin from manufacturer's manual and taking technical measurement on mass of

fiber.

E-glass epoxy properties

1.Tensile modulus along X-direction (Ex)= 34000 MPa

2.Tensile modulus along Y-direction (Ey)= 6530 MPa

3.Tensile modulus along Z-direction (Ez)= 6530 MPa

4. Tensile strength of the material= 900 MPa

5.Compressive strength of the material 450 MPa

6.Shear modulus (Gxy)= 2433 MPa

7.Shear modulus (Gyz) =1698 MPa

8. Shear modulus (Gzx)= 2433 MPa

9. Poisson ratio along XY-direction(μxy)= 0.217

29
10.Poisson ratio along YZ-direction (μyz)=0.366

11.Poisson ratio along ZX-direction (μzx)= 0.217

12. Mass density of the material (ρ) =2.6*106 kg/mm3

13. Flexural modulus of the material= 40000

14. Flexural strength of the material= 1200

5.5 Graphite epoxy

Graphite/epoxy composite materials are being used increasingly for numerous space

applications and internal structures .Engineers are interested In these materials because of

their favorable mechanical characteristic of high strength/high stiffness to weight ratio and

potential for zero or near-zero coefficient of thermal expansion.

Graphite epoxy properties

1. Density=1.6054e-006Kg mm^-3

2. Mass=333.44Kg

3. Modulus X direction (El) =138.6Gpa

4. Modulus Y direction (ET) =8.27Gpa

5. Modulus Z direction (Ez) =8.27Gpa

6. Shear modulus (Glt) =4.96Gpa

7. Shear modulus (Gtz) =4.12Gpa

8. Shear modulus (Glz) =4.96Gpa

9. Poisson’s ratio in all direction=0.26

30
CHAPTER-6

INTRODUCTION OF ANSYS

6.1 INTRODUCTION
The ANSYS program is self-contained general purpose finite element program developed and

maintained by Swason Analysis Systems Inc. The program contain many routines, all inter

related, and all for main purpose of achieving a solution to and an engineering problem by

finite element method.

ANSYS finite element analysis software enables engineers to perform the following tasks:

❖ Build computer models or transfer CAD models of structures, products, components, or

systems.

❖ · Apply operating loads or other design performance conditions.

❖ · Study physical responses, such as stress levels, temperature distributions, or

electromagnetic fields.

❖ · Optimize a design early in the development process to reduce production costs.

❖ · Do prototype testing in environments where it otherwise would be undesirable or

impossible.

The ANSYS program has a compressive graphical user interface (GUI) that gives users

easy, interactive access to program functions, commands, documentation, and reference

material. An intuitive menu system helps users navigate through the ANSYS Program.

Users can input data using a mouse, a keyboard, or a combination of both.

31
A graphical user interface is available throughout the program, to guide new users through

the learning process and provide more experienced users with multiple windows, pull down

menus, dialog boxes, tool bar and online documentation.

6.2 STRUCTURAL ANALYSIS

Static analysis calculates the effects of steady loading conditions on a structure, while

ignoring inertia and damping effects, such as those caused by time-varying loads. A static

analysis, however, includes steady inertia loads (such as gravity and rotational velocity), and

time-varying loads that can be approximated as static equivalent loads (such as the static

equivalent wind and seismic loads commonly defined in many building codes).

6.3 LOADS IN A STRUCTURAL ANALYSIS

Static analysis is used to determine the displacements, stresses, strains, and forces in

structures or components caused by loads that do not induce significant inertia and damping

effects. Steady loading and response conditions are assumed; that is, the loads and the

structure's response are assumed to vary slowly with respect to time.

The kinds of loading that can be applied in a static analysis include:

❖ · Externally applied forces and pressures.

❖ · Steady-state inertial forces.

❖ · Imposed (non-zero) displacements

32
CHAPTER-7 ANALYSISRESULT

7.1 Parameters

Number of pillars = 6

Pillar to pillar distance = 2m

Number of beams = 13

Beam to Beam distance = 1m

Overall length =12977.66mm Overall width

= 3211.86mm

Overall height = 3312.8mm

Wheel base = 7620.01mm

Front overhang = 2228.7mm

Rear overhang = 3128.86mm

Mud guard diameter = 1727.2mm

Box section = 50.8mm * 50.8mm Thickness =

2mm

33
7.2 Structural steel ansys report:
Model
fig7.2.1
Mesh

fig 7.2.2
Object Name Static Structural
(A5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

Options

Environment Temperatu

Generate Input Only No

Table 7.2.1
 34
Object Name Force Fixed
Support

State Fully Defined

Scope

d Geometry Selection

Geometry 6 Faces 4 Faces

Definition

Type Force Fixed

Support

Define By Vector

Magnitude 15000 N
(ramped)

Direction Defined

Suppressed No

Table 7.2.2
Static structural

fig 7.2.3
fig 7.2.4
Structural > Solution > Total Deformation

35
um [mm]
]

1. 0. 17.449

Table 7.2.3

fig 7.2.5

Static Structural >Solution > Equivalent Elastic Strain

um [mm/mm]
/mm]

1. 0. 1.1429e-003
Table 7.2.4

fig 7.2.6
Static Structural >Solution> Equivalent Stress
um [MPa]
a]

1. 0. 215.87

Table 7.2.5

36

fig 7.2.7

Material Data
Structural Steel

Structural Steel > Constants

 Density 7.85e-006 kg mm^-3

Coefficient of Thermal 1.2e-005 C^-1

Expansion

at 4.34e+005 mJ kg^-1

uctivity 6.05e-002 W

Resistivity 1.7e-004 ohm mm

Table 7.2.6

Structural Steel > Compressive Yield Strength

Compressive Yield Strength
MPa

250

Structural Steel > Tensile Yield Strength

Tensile Yield Strength
MPa

250

Structural Steel > Tensile Ultimate Strength

Tensile Ultimate Strength
MPa

460

Structural Steel > Isotropic Secant Coefficient of Thermal Expansion

Reference Temperature
C

22

37
7.3 Magnesium alloy ansys report:
Model
fig 7.3.1
Mesh

fig 7.3.2
Analysis
Object Name Static Structural
(D5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

Options

38
Environment 22. °C
Temperature
 Generate Input Only No

Table7.3.1
Static Structural (D5) > Loads
Object Name Force Fixed
Support

State Fully Defined

Scope

Scoping Geometry Selection

Method

Geometry 6 Faces 4 Faces

Definition

Type Force Fixed

Support

Define By Vector

e 15000 N

Direction Defined

Suppressed No

Table 7.3.2
Static Structural> Force > Figure

fig 7.3.3
Static Structural> Fixed Support > Figure
fig 7.3.4

39
Static Structural > Solution > Total Deformation
um [mm]
]

1. 0. 0.779

Table 7.3.3
Static Structural > Solution > Total Deformation > Figure

fig 7.3.5
Static Structural > Solution> Equivalent Elastic Strain
um [mm/mm]
/mm]

1. 0. 5.0029e-003

Table 7.3.4
Structural >Solution > Equivalent Elastic Strain > Figure
fig 7.3.6
Static Structural > Solution > Equivalent Stress

40
um [MPa]
a]

1. 0. 215.17

Table 7.3.5

fig 7.3.7
Material Data
magnesium alloy
Table 7.3.6
magnesium alloy > Constants
Densi 1.8e-006 kg
ty mm^-3

magnesium alloy > Isotropic Elasticity

Temperature C Yo
MPa Poisson's Ratio
MPa Shear

45000 0.35 50000 16667

magnesium alloy > Tensile Yield Strength

Tensile Yield Strength
MPa

193

magnesium alloy > Tensile Ultimate Strength

Tensile Ultimate Strength
MPa

255

41
7.4 Graphite epoxy ansys report:
Model Geometry > Figure

fig 7.4.1
Mesh
 Mesh > Figure

fig 7.4.2

Analysis
Object Name Static Structural
(E5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

42
Options

Environment 22. °C
Temperature

Generate Input Only No

Table 7.4.1
Static Structural > Loads
Object Name Force Fixed
Support

State Fully Defined

Scope

Scoping Geometry Selection

Method

Geometry 6 Faces 4 Faces

Definition
 Type Force Fixed
Support

Define By Vector

e 15000 N

Table 7.4.2
Static Structural > Force > Figure

fig 7.4.3
Static Structural> Fixed Support > Figure

43
fig 7.4.4
Static Structural > Solution > Total Deformation
um [mm]
]

1. 0. 90.977

Table 7.4.3

fig 7.4.5
Static Structural > Solution> Equivalent Elastic Strain
Table 7.4.4
um [mm/mm]
/mm]

1. 0. 1.8205e-002

Static Structural > Solution > Equivalent Elastic Strain > Figure
 44

fig 7.4.6
Static Structural (E5) > Solution (E6) > Equivalent Stress
Table 7.4.5
um [MPa]
a]

1. 0. 356.47

Static Structural > Solution > Equivalent Stress > Figure

fig 7.4.7
 45
Material Data
Graphite epoxy
Table 7.4.6
Graphite epoxy > Constants
y 1.6054e-006 kg
3

Graphite epoxy > Orthotropic Elasticity

Tempera Young's Youn Youn Poiss Poiss Poiss Shear Shear Shear
t Modulus g's g's on' s on' s on' s Mod Mod Mod
u X Modu Modul Rati Rati Rati ul ul ul
r directi lu s Y usZ o o o u u u
e on YZ XZ s s s
C MPa dire XY X Y X
dire
ctio Y Z Z
ctio n MPa
n MP MPa MPa
MPa a

1.386e 8270 8270 0.26 0.26 0.26 4960 4120 4960

+00 5

Graphite epoxy > Tensile Yield Strength

Tensile Yield Strength
MPa

1447

Graphite epoxy > Compressive Yield Strength

Compressive Yield Strength
MPa
 1447

Graphite epoxy > Tensile Ultimate Strength

Tensile Ultimate Strength
MPa

51.7

Graphite epoxy > Compressive Ultimate Strength

Compressive Ultimate Strength
MPa

206

46
7.5 E-glass epoxy ansys report
Model
Geometry > Figure

fig 7.5.1
Mesh
Mesh > Figure
fig 7.5.2
Object Name Static Structural
(F5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

Options

Environment 22. °C
Temperature

Generate Input Only No

Table 7.5.1

47
Object Name Force Fixed
Support

State Fully Defined

Scope

Scoping Geometry Selection

Method

Geometry 6 Faces 4 Faces

Definition

Type Force Fixed

Support

Define By Vector

e 15000 N

Direction Defined

Suppressed No

Table 7.5.2
Static Structural> Force > Figure
fig 7.5.3
Static Structural> Fixed Support > Figure

fig 7.5.4

48
Static Structural > Solution> Total Deformation
um [mm]
]

1. 0. 106.27

Table 7.5.3
Static Structural > Solution> Total Deformation > Figure
fig7.5.5
Structural > Solution> Equivalent Elastic Strain
um [mm/mm]
/mm]

1. 0. 6.8112e-003

Table 7.5.4
Static Structural > Solution > Equivalent Elastic Strain > Figure

fig 7.5.6
Static Structural > Solution > Equivalent Stress
um [MPa]
a]

1. 0. 215.01

Table 7.5.5

49
Static Structural > Solution > Equivalent Stress > Figure
fig 7.5.7

Material Data
E-glass epoxy

Table 7.5.6
E GLASS EPOXY > Constants
y 2.15e-006 kg
3

E GLASS EPOXY > Isotropic Elasticity

Temperatu Young's Poisson's Bulk Shear
r M Ratio M M
e od od od
C ul ul ul
us us us
M M M
Pa Pa Pa

33032 0.36 39324 12144

E GLASS EPOXY > Tensile Ultimate Strength

Tensile Ultimate Strength
MPa

900
 E GLASS EPOXY > Tensile Yield Strength
Tensile Yield Strength
MPa

205

50
Conclusion

In this project a bus body internal structure is designed and analysed the 3d modeling in ansys

software. The reference of base dimensions of the body structure are taken from the Tata

company model. The bus body internal structure is original, newly designed and constructed

.The thickness and number of elements are original. Currently, most of the buses used steel as

material for body internal structure, but in this project steel is replaced with four materials like

structural steel, magnesium alloy, graphite epoxy, e-glass epoxy. The density of the steel is

more compared with these materials. So, by replacing the steel with these materials and the

weight of the body structure is reduced. Analysis is done in ansys. By observing the results of

the analysis, composite materials yields better results and have less weight. So, that weight of

the bus body structure is reduced.

 51
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52
10.JASIC, (1998). ECE Regulation No.66 S1 - Strength of Super Structure,

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Superstructure, Economic Commission for Europe, pp 1-49.

12. J.O. Hallquist , (2006). LS-DYNA Theoretical Manual, Livermore

Software Technology Corporation.

13. LSTC, (2007). LS-DYNA Users Manual, Livermore Software Technology Corporation.

14.X.-T. Chiu, (2007). The design and Evaluation of Reinforcement Structure for Bus Frame.

Master thesis, Da-Yeh University.

15.Y.-X. Chai, (2005). Numerical Simulation and Analysis of Bus Rollover,

Master thesis, Da-Yeh University.

16. R.-H. Chang, (2006). A Study on Increasing Structural Strength of

Bus, Master thesis, Da-Yeh University

17. K. Lan, J. Chen, and J. Lin, (2004). Comparative analysis for bus

side structures and lightweight optimization. Proc. Instn Mech, Engrs

Vol.218 Part D: J. Automotive Engineering.

18.Martine L., Aparicio F., Garcia A., Paez J., Ferichola G., (2003)

“Improving occupant safety in coach rollover,” INSIA, Polytechnic

University of Madrid, Spain.

19. JASIC, (1998). ECE Regulation No.66 S1 - Strength of Super

Structure, Economic Commission for Europe, pp1-19.

20. JASIC, (2006). ECE Regulation No.66 01 - Strength of Superstructure,

Economic Commission for Europe, pp 1-49.

21. J.O. Hallquist, (2006). LS-DYNA Theoretical Manual, Livermore Software Technology

Corporation.

53
22.LSTC, (2007). LS-DYNA Users Manual, Livermore Software Technology

Corporation.

23. X.-T. Chiu, (2007). The design and Evaluation of Reinforcement Structurefor Bus Frame.

Master thesis, Da-Yeh University.

24.Y.-X. Chai, (2005). Numerical Simulation and Analysis of Bus Rollover,

Master thesis, Da-Yeh University.

25. R.-H. Chang, (2006). A Study on Increasing Structural Strength of

Bus, Master thesis, Da-Yeh University.

26. K. Lan, J. Chen, and J. Lin, (2004). Comparative analysis for bus

side structures and lightweight optimization. Proc. Instn Mech, Engrs

Vol.218 Part D: J. Automotive Engineering.

54