carries water vapor, and influences temperature and pressure changes.

PowerPoint presentation (PPT) on "Matters in Surroundings" involves discussing how different types of matter (solids, liquids, gases) interact with their environment. Here’s a structure and some content ideas you could use for the presentation:

Slide 1: Title Slide
Title: Matters in Surroundings
Subtitle: Understanding How Different Forms of Matter Interact with Their Environment
Add an image or illustration of different states of matter (solid, liquid, gas).
Slide 2: Introduction
What is Matter?
Matter is anything that has mass and occupies space.
It exists in three primary states: solid, liquid, and gas.
Examples: A rock (solid), water (liquid), and air (gas).
Slide 3: States of Matter
1. Solid

Fixed shape and volume.
Particles are tightly packed and vibrate in place.
Examples: Metals, wood, ice.
2. Liquid

Fixed volume but takes the shape of its container.
Particles are loosely packed and move around each other.
Examples: Water, oil, mercury.
3. Gas

No fixed shape or volume, fills the space available.
Particles move freely and are far apart.
Examples: Air, steam, carbon dioxide.
Slide 4: How Matter Interacts with the Environment
1. Solids in Surroundings:

Provide structure and support.
Can absorb heat or cold, conduct electricity, and have varying levels of flexibility or rigidity.
2. Liquids in Surroundings:

Play roles in temperature regulation (cooling, heating systems).
Facilitate movement in nature (rivers, oceans) and within machines (coolants, lubricants).
3. Gases in Surroundings:

Essential for life (oxygen for breathing).
Contribute to weather and climate systems (air pressure, wind, humidity).
Slide 5: Examples of Matter Interactions in Nature
Water Cycle:
Water exists as a liquid (rivers), solid (ice), and gas (water vapor).
Evaporation, condensation, and precipitation are key processes in the water cycle.
Rock Formation:
Solids interact with temperature and pressure to form various rock types (igneous, sedimentary, metamorphic).
Air and Weather:
Air (a gas) affects weather patterns, carries water vapor, and influences temperature and pressure changes.

1. “VIBRATION ANALYSIS OF HEAVY-DUTY TRUCK CHASSIS FRAMES FOR ENHANCED PERFORMANCE AND DURABILITY” Submitted to JAWAHARLAL NEHRU TECHNOLOGICAL UNIVERSITY, ANANTAPUR MASTER OF TECHNOLOGY In MACHINE DESIGN DEPARTMENT OF MECHANICAL ENGINEERING By C MOHAN 19F41D1501 Under the Esteemed Guidance of Mr. N NAGESH, M.Tech., (Ph.D.) Associate Professor

2. ABSTRACT Truck chassis is to provide structural integrity and stability to the commercial vehicle. In addition to supporting various components like, transmission system, body frames and payload to be placed upon it. Normally High strength low carbon steel is used as a main chassis material of heavy-duty trucks in our country in which the overall weight of the chassis is increased by 7% for reducing the deflection under load condition, road shocks to increase the stiffness of chassis. Due to this the gross weight of the vehicle is also increased. In this project, Aluminum lithium alloy is used as the alternative chassis material for heavy duty truck. In this Aluminum lithium alloy, 1% percentage of Lithium added to Aluminum reduces the density of material by 3% and increase in elastic modulus up to 7%. For a chassis frame thickness of 6 mm the Aluminum lithium alloy 2090 has the ability to give high strength with low density over high strength low carbon steel alloy. By using this aluminum lithium alloy we can be able to reduce one third of gross weight of vehicle chassis frame while compared to present chassis frame material. The modeling of the heavy duty truck chassis (Ashok Leyland Comet 1616 H) done by using Pro-E and The comparison of stress distribution and dynamic behavior like natural frequency of truck chassis made of high strength low carbon steel alloy and aluminum lithium alloy 2090 is done by using ANSYS software.

3. INTRODUCTION A Chassis forms the main skeleton of any vehicle to which the engine body, wheels, axle assemblies etc. are attached. The different categories- luxury car, multi-utility vehicle, heavy vehicle etc. that a vehicle falls under determine the shape and structure of the chassis. The frame is the backbone or structural center of the vehicle. Proper alignment is of great importance to maintain the proper relationship between the body, power train, steering geometry and corresponding unit. Improper frame alignment is usually the result of an accident, or the vehicle being operated with excessive loads, not properly positioned. A “twisted” or “sprung” frame will cause excessive tier wear, mechanical failures in power train and in severe cases may cause the vehicle to handle in an abnormal and sometimes dangerous manner. The vehicle without body is known as chassis. The chassis has all the essential components, required to propel the vehicle, steer the vehicle and stop the vehicle. The chassis is a portion of the vehicle that carries the engine transmission unit, steering system and suspension system etc. The material used to make car and truck frame should have the following properties.

4. Sufficiently high yield strength and endurance limit; low sensitivity to stress concentrators; good stamping quality in the cold state, weld ability (for reverted frame, this property is of significance when repair jobs are performed) and small content of scarce alloying materials. Low and medium carbon low alloyed steels meet these requirements Carbon structural steel of grade 20 is used for making car frame. Most complex cross members and brackets are made of steel grade 08 for deep drawing. Side members and cross members are fabricated from 3.0 – 4.0 mm thick plate material. Low and medium-carbon and low alloyed steel grades 25, 30 t and others are used for making truck frame, if necessary, these steels are given a necessary heat treatment, which makes it possible to make use of higher stresses in the elements of frames and there by reduces the frame mass.

5. PROBLEM IDENTIFICATION Malaysia is getting involved in the latest technology to become a well-developed Country by 2020 and has made development in various sections of industries. The automotive industry is one of the industries which Malaysia has made large investment and development. The industry is still in the development phase compared to the sophisticated technology used in some foreign countries like US and Japan Further research and development in the automotive industry is crucial, especially when it comes to truck chassis used in off-road vehicles. These chassis have maintained a nearly identical appearance for over 30 years, suggesting that their evolution has been gradual and consistent over time. However, this also highlights the need for innovation and progress in the field. Numerous researchers within the automotive industry have recognized this opportunity and have become engaged in advancing chassis manufacturing technology and development. By doing so, they aim to bring about transformative changes in truck chassis design. Therefore, conducting research on truck chassis is of paramount importance to drive progress and achieve the desired advancements in the industry.During the operation of trucks on roads, the truck chassis experiences dynamic forces generated by factors such as road roughness, engine operations, and transmission activities.

6. These dynamic excitations result in vibrations within the truck chassis. When the frequencies of these excitations align with the natural frequencies of the truck chassis, resonance can occur, leading to potentially hazardous large oscillations. These oscillations can cause excessive deflection and even structural failure. Moreover, chassis vibrations create localized stress concentrations, contribute to structural fatigue, induce mechanical joint loosening, and generate noise and discomfort for vehicle occupants. In order to overcome these challenges, it becomes imperative to conduct in-depth research on the dynamic characteristics of truck chassis. By doing so, we can develop effective strategies to mitigate vibration, resonance, and associated structural issues, ensuring enhanced durability, performance, and comfort in truck designs.

7. METHODOLOGY The model is built using Pro/ENGINEER modeling software for chassis to required dimensions. The model is imported to ANSYS for harmonic analysis The chassis model is combined with all cross bar using VOLUME ADD. MESH the model by using free mesh method. Change the analysis type to harmonic from static conditions. Giving the minimum and maximum frequency values under the subsets of 100. Load conditions are given to chassis model and solve the problem. The model is tested for amplitude between Al-Li Alloy and HSLC steel. Comparative study on performance and weight of the chassis of Al-Li Alloy and HSLC steel is to be done

8. ANALYSIS OF CHASSIS FRAME Model o f Chassis Frame : Pro/Engineer is a sophisticated computer graphics system that enables the creation of diverse mechanical designs and facilitates associated design and manufacturing processes. In simpler terms, Pro/Engineer serves as a powerful tool for visually designing and conceptualizing mechanical components, while also providing the necessarycapabilities for seamless integration with manufacturing workflows. The system employs a 3D solid modeling system as its foundation and employs the feature-based parametric modeling approach as its fundamental methodology. Another alternative name for this could be "Integrated 3D Modeling System with Feature-Based Parametrics ."In short, Pro/ENGINEER is a feature-based, parametric solid and surface modeling system with many extended design and manufacturing applications.

9. Importing the model to the ANSYS apdl

10. Material Properties Mesh Generation: Every analysis requires some material property input: Young’s modulus (EX), Poisson’s ratio (PRXY) for structural elements, thermal conductivity (KXX) for thermal elements, etc. To define the material properties: Main Menu>Preprocessor>Material Props>Material Models Then, the structure is broken (or meshed) into small elements. This involves defining the types of elements into which the structure will be broken, as well as specifying how the structure will be subdivided into elements (how it will be meshed). This subdivision into elements can either be input by the user or, with some finite element programs (or add-ons) can be chosen automatically by the computer based on the geometry of the structure (this is called auto meshing) Main Menu>Preprocessor>Meshing>Size Cntrls >Smart Size>Adv Opts

11. THEORETICAL CALCULATION OF CHASSIS FOR 23 TON LOAD CONDITION Natural frequency of 2090 Aluminum Lithium alloy for 6mm frame:  Load: 23 Ton  Length of the channel = 9.12 m Thickness of the channel = 0.006m Height of the channel = 0.235 m Moment of inertia, I = 1.41511 * 10**-5 Deflection, ∂ = WL³ / 3EI = 10.58 mm Stiffness, S = F / ∂ = 14.71 N/ m Density, ρ = M / V Mass, M= 58Kg , Total mass of chassis = 170 Kg (chassis frame + 9 nos cross bar Natural frequency, ƒn = 0.12 Hz

12. THEORETICAL CALCULATION OF CHASSIS FOR 26 TON LOAD CONDITION Natural frequency of 2090 Aluminium Lithium alloy for 6mm frame: Load: 26 Ton  Length of the channel = 9.12 m Thickness of the channel = 0.006 m Height of the channel = 0.235 m Moment of inertia, I = 1.41511 * 10**-5 Deflection, ∂ = WL³ / 3EI = 13.45 mm Stiffness, S = F / ∂ = 21 N/ m Density, ρ = M / V Mass, M = 58 Kg Total mass of chassis = 170 Kg (chassis frame + 9 nos cross bar Natural frequency, ƒn =0.30 Hz

13. THEORETICAL CALCULATION OF CHASSIS FOR 30 TON LOAD CONDITION Natural frequency of 2090 Aluminium Lithium alloy for 6mm frame:  Load: 30 Ton  Length of the channel = 9.12 m T hickness of the channel = 0.006 m Height of the channel = 0.235 m Moment of inertia, I = 1.41511 * 10**-5 Deflection, ∂ = WL³ / 3EI = 18.25 mm Stiffness, S = F / ∂ = 21 N/ m Density, ρ = M / V Mass, M = 58Kg Total mass of chassis = 170 Kg (chassis frame + 9 nos cross bar) Natural frequency, ƒn = 3.254 Hz

14. RESULTS AND DISCUSSIONS Loads in ton         Chassis made of HSLC steel Chassis made of 2090 Aluminium Lithium Alloy(5mm) Chassis made of 2090 Aluminium Lithium Alloy (6mm) Stiffness in N/m Natural Frequency in Hz F n in Hz (Theoretical) Stiffness in N/m Natural Frequency in Hz F n in Hz (Theoretical) Stiffness in N/m Natural Frequency in Hz F n in Hz 23tons 14 0.1-1000 0.52 18 0.1 -1000 0.22 21 0.1 - 1000 0.12 26 tons 0.02-1000 1.12 0.02- 1000 0.34 0.02- 1000 0.30 30 tons 1 *10 4 - 1 *10 8 5.23 1 *10 4 - 1 *10 7 4.23 1 *10 4 - 1 *10 7 3.254 Weight in kg 450 144 170 Comparison of HSLC and AL-LI alloy chassis material

15. CONCLUSION The new material shows minimum amplitude variations while changing the dimensions under same loading condition. Also the weight of the chassis gets reduced. Shape optimization of the chassis is done to Chassis weight optimization. Same material is maintained and the quantity of the material is added. Excess material in the area where is minimum stress acts is reduced. The properties of the material are not changed by shape optimization. Thus, the resonance condition is avoided by keeping the excited frequency less than the natural frequency by changing the chassis frame thickness. The Al-Li chassis frame exhibits a significant weight reduction, being merely one- third of the weight of the HSLC steel counterpart.