Abstract

This paper acts as a design report describing the overall two seated buggy chassis designs that
have been developed as a requirement for the BJF3022 Computer Aided Design 2 course.

Introduction
The goal of the project is to design the two seated chassis model of the "buggy" vehicle by
means of using the selected program which supports the design. It is also necessary to perform
a series of computer calculations in order to simulate the behavior of the structure under the
influence of different load conditions. The frame of the vehicle model visualization is performed
using Autodesk Inventor 2016. Strength calculations are made by means Stress Analysis using
Autodesk Inventor 2016.

Objective
The objectives for this project are:
i.
To design an two seated buggy chassis
ii.
To analyze the stress distribution on an buggy frame

Scopes of Project
The scope for this project consists of
i.
Design a two seated buggy chassis.
ii.
Analyzing the frame stress distribution by using Autodesk Inventor 2016 Analysis
Software.

Literature Review
A buggy car is a recreational vehicle with large wheels, and wide tires, designed for use on
sand dunes or beaches. The design is usually a modified vehicle with a modified engine mounted
on an open chassis. The modifications usually attempt to increase the power to weight ratio by
either lightening the vehicle or increasing engine power or both. A similar, more recent
generation of off road vehicle, often similar in appearance to a sand rail but designed for
different use, is the "off road go kart". The difference between a dune buggy or go kart and an
"off road" buggy or kart is sometimes nothing more than the type of tires fitted -sand tires or all
terrain tires - but "off road" go karts and buggies are a rapidly developing category of their own.
They are also often referred to as air buggies, and those with an open frame chassis are called
sand rails.

Literature Review
Chassis Design Consideration
1) Modifying Production Chassis
When considering modifying a production-based chassis to mount alternate suspension,
engines or drivetrain, spend time studying the unibody (newer vehicle) or ladder-frame
(older vehicle) structures. The structures formed by the manufacturers chassis
designers have strong areas intended for loads and weak areas not intended to carry
loads. Identifying the correct parts of the chassis structure to cut or modify is critical.
Consider using scale models of the vehicle (if plastic models were made), to mockup
the changes, or 3D modeling software to do the same. If the changes involve the
suspension, such as lowering the vehicle, model the new suspension first. Sometimes
lowering the vehicle while using the same suspension pickup points will create poor
handling.

2) Build Chassis Models

Modeling a space frame chassis with balsa wood sticks enables you to see firsthand
the differences triangulation makes to the stiffness of a chassis. Herb Adams, in his
book Chassis Engineering provides a whole chapter on chassis modeling using balsa
and paper. His recommendation is for a 1/12 scale model.
Likewise, using cardboard, paper and glue to build model monocoques can be a very
rewarding and low cost learning experience as well. The great thing about these
materials is that they dont have a lot of strength and so the deformations that loads
create can be easily seen when loads are applied.
Design the chassis after the suspension.
It is much easier to design a tentative suspension according to the rules and good
geometry, and then build the chassis to conform to suspension mounting points and
springs/damper mounts.
3) Consider the load paths
A chassis is not about absorbing energy, but rather about support. When considering
placement of tubes, visualize the load paths, and consider using FEA (Finite Element
Analysis software) to help analyze load scenarios. Load paths are defined as the forces

resulting from accelerating and decelerating, in the longitudinal and lateral directions
which follow the tubing from member to member. The first forces which come to mind
are suspension mounts, but things like the battery and driver place stresses on the space
frame structure.

4) Maximize CG placement and vehicle balance

Center of gravity affects the race car like a pendulum. The ideal place for the CG is
absolutely between the front and rear wheels and the left and right wheels. Placing the
CG fore or aft or left or right of this point means that weight transfers unevenly
depending on which way the car is turning, and whether it is accelerating or
decelerating. The further from this ideal point, the more one end of the car acts like a
pendulum, and the more difficult it is to optimize handling. The CG is also height
dependent. Placing an engine higher off the ground raises the CG, and forces larger
amounts of weight to transfer when cornering, accelerating, or decelerating. The goal of
vehicle design is to keep all four wheels planted if possible to maximize grip, so placing
all parts in the car at their lowest possible location will help lower the CG height.
5) Layout the tube members for easy access and maintenance
Maintaining a race car comes after construction. Placing tubes across openings is a
natural way of ensuring a rigid chassis. However, in practical terms you may be making
it difficult or impossible to reach the maintenance demanding components. A good
chassis design will allow quick and easy access to all components and will not hamper
removal or replacement of any part.
6) Check out vehicles which are competitive in your class
Vehicles which are competitive are usually built well, and with appropriate materials
and methods. Observe them at the track and in the pits, and you can infer a great deal
about what makes them winners.
7) Optimize the tubing shape for the job
Square tubing is the easiest structural shape to build a chassis from. However, there are
circumstances where round tubing can be useful, albeit at a penalty in the complexity of
construction. Oval tubing is useful in open wheel race cars for wishbones.

8) Optimize the tubing size and gauge for the job

Tubing which is used in tension, can be of a lighter gauge than that used in
compression. Keeping this in mind can save considerable weight, although it requires
additional joining work and variety of tubing.

Materials factor that been consider in building a buggy car

1) Lightweight
As there is a high emphasis on greenhouse gas reductions, reduction of emission and improving
fuel efficiency this criterion is most important one for an automotive company. Lightweight
materials can improve fuel efficiency more than other factors. Experiments reveal that 10 percent
of weight reduction can lead to 6 to 8 percent improvement in fuel usage. Weight reduction can
be obtained by three ways:

Replacing materials of high specific weight with lower density materials without
reducing rigidity and durability. For example replacement of steel with aluminium,
magnesium, composites and foams.

Optimizing the design of load-carrying elements and exterior attachments so as to reduce

their weight without any loss in rigidity or functionality.

Optimizing the production process, such as reducing spot welding and replacing new
joining techniques.

2) Economic effectiveness
One of the most important consumer driven factors in automotive industry is the cost that
determines whether any new material has an opportunity to be selected for a vehicle component.
Cost includes three components: actual cost of raw materials, manufacturing value added, and
the cost to design and test the product.
Aluminium and magnesium alloys are certainly more costly than the currently used steel and cast
irons. Since cost may be higher, decisions to select light metals must be justified on the basis of
improved functionality. Meanwhile the high cost is one of the major obstacles in use of the
composite materials.

3) Safety
The ability to absorb impact energy and be survivable for the passengers is called
crashworthiness of the structure in vehicle. At first two concepts in automotive industry should
be considered: crashworthiness and penetration resistance. In the more accurate definition of
crashworthiness, it is the potential of absorption of energy through controlled failure modes and
mechanisms. However penetration resistance is concerned with the total absorption without
allowing projectile or fragment penetration.

Materials normally used in making buggy car

Steel
The main factors of selecting material especially for body is wide variety of characteristics
such as thermal, chemical or mechanical resistance, ease of manufacture and durability. So if
we want to choose a material with these characteristics, Steel is their first choice. There was
many developments in irons and steels over the past couple decades that made the steel more
light-weight, stronger, stiffer and improving other performance characteristics. Applications
include not only vehicle bodies, but also engine, chassis, wheels and many other parts. Iron
and steel form the critical elements of structure for the vast majority of vehicles, and are lowcost materials.
The past several years have seen steady increases in the use of high-strength steels that are
referred to as high-strength, low-alloy steels. These materials formed the basis of Ultra light
Steel Auto Body (ULSAB). The ULSAB car body demonstrated a 19% mass reduction in a
body structure that had superior strength and structural performance. Comparable mass
reductions and other benefits were achieved for doors, hoods, deck lids, and the hatchbacks.
The prime reason for using steel in the body structure is its inherent capability to absorb
impact energy in a crash situation.
Aluminium

There are a wide variety of aluminium usages in automotive powertrain, chassis and body
structure. Use of aluminium can potentially reduce the weight of the vehicle body. Its low
density and high specific energy absorption performance and good specific strength are its
most important properties.

Aluminium is also resistance to corrosion. But according to its low modulus of elasticity, it
cannot substitute steel parts and therefore those parts need to be re-engineered to achieve the
same mechanical strength, but still aluminium offers weight reduction.

Aluminium usage in automotive industry has grown within past years. In automotive
powertrain, aluminim castings have been used for almost 100% of pistons, about 75% of
cylinder heads, 85% of intake manifolds and transmission. For chassis applications,
aluminium castings are used for about 40% of wheels, and for brackets, brake components,
suspension, steering components and instrument panels. Aluminium is used for body
structures, closures and exterior attachments such as crossbeams, doors or bonnets.

Recent developments have shown that up to 50% weight saving for the body in white (BIW)
can be achieved by the substitution of steel by aluminium. This can result in a 20-30% total
vehicle weight reduction.

The cost of aluminium and price stability is its biggest obstacle for its application.

Magnesium
Magnesium is another light metal that is becoming increasingly common in automotive
engineering. It is 33% lighter than aluminium and 75% lighter than steel/cast iron
components. Magnesium components have many mechanical/physical property
disadvantages that require unique design for application to automotive products. Although its
tensile yield strength is about the same, magnesium has lower ultimate tensile strength
fatigue strength, and creep strength compared to Aluminium. The modulus and hardness of
magnesium alloys is lower than aluminium and the thermal expansion coefficient is greater.
Magnesium alloys have distinct advantages over aluminium that include better
manufacturability, longer die life and faster solidification. Also magnesium components have
higher machinability.
Because of its too low mechanical strength, pure magnesium must be alloyed with other
elements. The most common alloying elements for room temperature applications is Mg-AlZn group that contains aluminium, manganese, and zinc.
Advanced composite materials
Fibre reinforced composites offer a wide range of advantages to the automotive industry. It
has the potential for saving weight offered by their low density. Component designs can be
such that the fibres lie in the direction of the principal stresses, and amount of fibre used is
sufficient to withstand the stress, thus optimizing materials usage.

Carbon-fibre epoxy composite

Most recently, the most of the racing car companies much more rely on composites form
whether it would be plastic composites, Kevlar and most importantly carbon-fibre epoxy
composition. It is because the composite structure is the high strength/low weight ratio. The
most common materials used for racing cars are carbon (graphite), Kevlar and glass fibres.
Epoxy composites have been the first choice in Formula 1 car industries and other race cars.
Glass-fibre composites
Glass fibre is being used mostly for the sports car which includes Formula 1 cars. It is lighter
than steel and aluminium, easy to be shaped and rust-proof. And more important factor is that
it is cheap to be produced in small quantity.

Aerodynamics Basics and Design Consideration

Aerodynamics is the science of how air flows around and inside objects. More generally, it can
be labeled Fluid Dynamics because air is really just a very thin type of fluid. Above slow
speeds, the air flow around and through a race vehicle begins to have a more pronounced effect
on the acceleration, top speed and handling. Therefore, in race car design we need to understand
and optimize how the air flows around and through the body, its openings and its aerodynamic
devices.
Aerodynamics Consideration
1) Cover Open wheels
Open wheels create a great deal of drag and air flow turbulence, similar to the diagram of
the mirror in the Turbulence section above. Full covering bodywork is probably the
best solution, if legal by regulations, but if partial bodywork is permitted, placing a
converging fairing behind the wheel provides maximum benefit.
2) Minimize Frontal Area

 The smaller the hole your race car punches through the air, the better it will accelerate the
higher the top speed it will have. It is usually much easier to reduce FA (frontal area) than
the Cd (Drag coefficient).
3) Converge Bodywork Slowly
Bodywork which quickly converges or is simply truncated, forces the air flow into
turbulence, and generates a great deal of drag. As mentioned above, it also can affect
aerodynamic devices and bodywork further behind on the vehicle body.
4) Use Spoilers
Spoilers are widely used on sedan type cars such as NASCAR stock cars. These
aerodynamic aids produce down force by creating a dam at the rear lip of the trunk,
raising the air pressure over the trunk. Where a notch left by the rear window exists a
spoiler can help restore pressure to the void behind the window.

5) Use Wings
Wings are the inverted version of what you find on aircraft. They work very efficiently,
and in less aggressive forms generate more downforce than drag, so they are loved in
many racing circles. Wings are best placed in areas that have clear airflow to them.
Placing a wing behind an obstruction reduces the downforce the wing can produce.
6) Use Front Air Dams
Air dams at the front of the car restrict the flow of air reaching the underside of the car.
This creates a lower pressure area under the car, effectively providing downforce. In
many cases, the air dam also reduces the Cd of the vehicle.
7) Use Aerodynamics to Assist Vehicle Operation

 Using vehicle bodywork to direct airflow into openings, for instance, permits more
efficient, smaller openings that reduce drag penalties. Quite often, with some forethought,
you can gain an advantage over a competitor by these small dual purpose techniques.
Another useful technique is to use the natural high and low pressure areas created by the
bodywork to perform functions. For instance, Mercedes, back in the 1950s placed
radiator outlets in the low pressure zone behind the driver. The air inlet pressure which
fed the radiator became less critical, as the low pressure outlet area literally sucked air
through the radiator.
A useful high pressure area is in front of the car, and to make full use of this area, the
nose of the car is often slanted downward. This allows the higher air pressure to push
down on the nose of the car, increasing grip. It also has the advantage of permitting
greater driver visibility.
8) Keep Protrusions Away From The Bodywork
The smooth airflow achieved by proper bodywork design can be destroyed quite easily if
a protrusion such as a mirror is too close to it. While it is important to design an
aerodynamic mount for a mirror, the mirror itself needs to be placed far enough away
from the bodywork to avoid adverse effects.

9) Rake the chassis

The chassis, as mentioned in the aerodynamics theory section above, is capable of being
slightly lower to the ground in the front than in the rear. The lower Nose of the car
reduces the volume of air able to pass under the car, and the higher Tail of the car
creates an expanding space where a vacuum effect can form. This lowers the air pressure
beneath the car, creating down force.
10) Cover or streamline Exposed Wishbones
Exposed wishbones (on open wheel cars) are often made from circular steel tube to save
cost. However, these circular tubes generate turbulence. It may be worth considering the

use of oval tubing, or a tube fairing that creates an oval shape over top of the round
tubing.

Figure 2 : Streamlined
wishbone tubing improves the smoothness of
the air flow to parts of the car behind and reduces drag.

Chassis Types
There are multiple types of chassis but all of them can be classified into one of two approaches:
1) Use lengths of round or square tubing, or other structural metal shapes to form the chassis
structure (Space frame, multi-tube, ladder frame)
2) Use joined panels to form the chassis structure (Monocoque, Unibody)
Both approaches can provide a structure capable of mounting other race vehicle components, but
each has its own advantages and disadvantages.
Space frame Chassis

The Space frame chassis uses numerous cut and shaped pieces structural metal tubing (usually
steel) joined together to form a strong framework.

Diagram Space frame chassis for a Low cost car

Monocoque Chassis
The monocoque chassis is technically an improvement over the space frame chassis. Diagram 1
below shows a simple example of the difference between space frame and monocoque design.

Diagram 1. Comparing the behavior of a monocoque versus a space frame under tension load
The monocoque Box on the left uses a panel of material to structurally complete the box.
When the hand pushes against it in the direction shown by the green arrow, it creates a shear
force across the panel. This force is effectively handled the same way a tension load is by
the space frame triangulated box on the right. However, if the hand were to push from the
other side of the box, the space frame tube could potentially collapse in compression, whereas
the monocoque box would behave the same way it did before.

Diagram 2 Comparing the behavior of a monocoque versus a space frame under compression
load.
Both types of chassis can be made just as strong as each other. However, to make an equivalent
strength space frame generally requires more material and therefore more weight. The materials
used make a big difference as well.
In Diagram 3 below, both the monocoque box on the left and the fully triangulated space
frame box on the right would handle loads in the same manner (the rear of the space
frame box to avoid visually complicating the diagram)

Diagram 3 Monocoque box and equivalent triangulated space frame.

Although the monocoque can usually be made lighter and stronger than a space frame, it does
have some downsides that make it more complicated to design, build and operate.
First, the monocoque requires the structure formed by the panels to be complete. If you
observe the box in diagram 3 that we used to demonstrate the monocoque, imagine one side of
it is missing as shown in diagram 4 below:

Diagram 4. Incomplete load handling by a monocoque will cause it to deform and buckle.
We can push on the corner of the box where three panels meet (shown on the left) and it wont
warp (much), but push on a corner next to where the missing side should be and the box will
buckle (as shown on the right). Where an opening exists, the chassis must handle loads through a
supporting sub-structure.
A primary goal in monocoque design is to ensure that there are no unhandled load paths that can
cause the monocoque structure to buckle. A buckled monocoque is no better than a buckled space
frame tube.

In the case of poorly handled load paths, the space frame can be more forgiving as the tubing
diameter and steel material usually provide a more gradual failure than a monocoque. However,
it is better to design the chassis correctly in the first place then to rely upon noticing gradual
failures.
This brings us to another key point about the monocoque If it is damaged, it is difficult to repair
compared to space frame tubes. It is also difficult to detect damage on a monocoque whereas
bent or broken tubing is quite easy to spot.

Torsional Rigidity
Torsional rigidity is a property of every race vehicle chassis that determines how much twist
the chassis will experience when loads are applied through the wheels and suspension. Diagram
5 below shows the principle.

Diagram 5 Torsional Rigidity. The less the chassis twists, the more torsionally rigid it is
considered.
A chassis that has a lot of twist wont handle as predictably as one which has very little
because by twisting, the chassis begins to act like an extension of the suspension. The
suspension is designed to allow the wheels/tires to follow the roads bumps and dips.
If the chassis twists when a tire hits a bump, it acts like part of the suspension, meaning that
tuning the suspension is difficult or impossible. Ideally, the chassis should be ultra-rigid, and
the suspension compliant. Torsional rigidity is measured in lbs-ft/degree or kg-m/degree. One
end of the chassis (front or rear) is held stationary and the other end is balanced on a point and
twist is applied via a beam. Diagram 6 below shows the basic idea

Diagram 6 Method to measure torsional rigidity.

Design of Two Seated Buggy

Stress Analysis Report

Analyzed File:

Part1.ipt

Autodesk Inventor Version:

2016 (Build 200138000, 138)

Creation Date:

12/13/2015, 10:40 PM

Simulation Author:

BMS

Summary:

Project Info (iProperties)

Summary
Author

USER1

Project
Part Number

Part1

Designer

USER1

Cost

$0.00

Date Created

12/1/2015

Status
Design Status

WorkInProgress

Physical
Material

Aluminum 6061

Density

2.7 g/cm^3

Mass

150.693 kg

Area

5682900 mm^2

Volume

55812300 mm^3

Center of Gravity

x=1.11546 mm
y=345.013 mm
z=252.95 mm

Note: Physical values could be different from Physical values used by FEA reported below.

Simulation:1

General objective and settings:

Design Objective

Single Point

Simulation Type

Static Analysis

Last Modification Date

12/13/2015, 10:39 PM

Detect and Eliminate Rigid Body Modes

No

Mesh settings:
Avg. Element Size (fraction of model diameter)

0.1

Min. Element Size (fraction of avg. size)

0.2

Grading Factor

1.5

Max. Turn Angle

60 deg

Create Curved Mesh Elements

Yes

Material(s)
Name
General

Stress
Part Name(s)

Aluminum 6061
Mass Density

2.7 g/cm^3

Yield Strength

275 MPa

Ultimate Tensile Strength

310 MPa

Young's Modulus

68.9 GPa

Poisson's Ratio

0.33 ul

Shear Modulus

25.9023 GPa

Part1.ipt

Operating conditions
Force:1
Load Type

Force

Magnitude

1000000.000 N

Vector X

0.000 N

Vector Y

0.000 N

Vector Z

1000000.000 N

Selected Face(s)

Fixed Constraint:1
Constraint Type
Selected Face(s)

Fixed Constraint

Results
Reaction Force and Moment on Constraints
Constraint Name

Reaction Force

Reaction Moment

Magnitude Component (X,Y,Z)

Magnitude Component (X,Y,Z)

0N
Fixed Constraint:1

1000000 N

0N

344636 N m
344636 N m 0 N m

-1000000 N

0Nm

Result Summary
Name

Minimum

Maximum

Volume

55812600 mm^3

Mass

150.694 kg

Von Mises Stress

0.00864369 MPa

3846.89 MPa

1st Principal Stress

-1766.4 MPa

2631.6 MPa

3rd Principal Stress

-5442.86 MPa

360.628 MPa

Displacement

0 mm

73.5085 mm

Safety Factor

0.0714863 ul

15 ul

Stress XX

-2613.8 MPa

2006.47 MPa

Stress XY

-595.196 MPa

643.325 MPa

Stress XZ

-1254.66 MPa

809.018 MPa

Stress YY

-2820.45 MPa

2567.59 MPa

Stress YZ

-1685.78 MPa

1110.07 MPa

Stress ZZ

-4013.53 MPa

897.355 MPa

X Displacement

-16.3807 mm

15.5728 mm

Y Displacement

-67.7719 mm

0.0472493 mm

Z Displacement

-2.82059 mm

36.8581 mm

Equivalent Strain

0.00000011671 ul

0.0530019 ul

1st Principal Strain

0.0000000564021 ul

0.0343036 ul

3rd Principal Strain

-0.0628001 ul

-0.0000000216866 ul

Strain XX

-0.0319246 ul

0.0290405 ul

Strain XY

-0.0114893 ul

0.0124183 ul

Strain XZ

-0.0242192 ul

0.0156167 ul

Strain YY

-0.0329888 ul

0.0330681 ul

Strain YZ

-0.0325411 ul

0.021428 ul

Strain ZZ

-0.0351072 ul

0.0123625 ul

Figures
Von Mises Stress

1st Principal Stress

3rd Principal Stress

Displacement

Safety Factor

Stress XX

Stress XY

Stress XZ

Stress YY

Stress YZ

Stress ZZ

X Displacement

Y
Displacement

Z Displacement

Equivalent Strain

1st Principal Strain

3rd Principal Strain

Strain XX

Strain XY

Strain XZ

Strain YY

Strain YZ

Strain ZZ

Discussion
This design data and analysis of is only a start in the long and complex way of designing and
manufacturing a two seated Racing Buggy, which could compete with other Buggys. But in my
opinion no one can really understand and add on the more complex mechanism without pass
through the starting point and understanding thoroughly the basic functionality, and the theory
behind the basic design. So this starting point is the most essential factor in any designing
process.
The next step in designing the complete a two seated Racing Buggy is to the design the complete
rear and front axles, then the back axe and engine mounting, which also includes the linkages
between them. The selection of a motor will help in both designing the gear transmission and the
back axe. This selection will include also a generator set, a battery set, an exhaust system,
gasoline tank and car accessories. Then will come the selection for the right fasteners. After that
will be the auditing process on all the designing processes which include a through checking of
the design data and measurements. Finally will be the manufacturing and assembling of the parts
to form the complete buggy (product).

Conclusion
Frame design, as most design problems are, comes down to a series of tradeoffs between various
competing aspects. With a chassis, the main aspects are stiffness, weight and cost. There are
several ways to maximize these trade-offs as discussed earlier and this is essentially what the
design process consists of.
The chassis design incorperated the concepts of triangulation and polar moment of inertia into a
coherent chassis design that is representative of a first cut. The actual design process, is an

iterative effort and once the analysis results are in, the design can be tweaked and updated to
accommodate the discovered weaknesses. This is where the design created currently sits. It has
been created and analyzed and the next step would be to update the design to address the issues
found in the analysis.

References
Books
1) Baja Bugs and Buggies by Jeff Hibbard and Ron Sessions
2) Building a Dune Buggy The Essential Manual: Everything You Need to Know Build
Any VW-based Dune Buggy Yourself by Paul Shakespeare
Websites
1)
2)
3)
4)

http://www.vw-store.com/Buggy%20Frames-%20Chassis.htm
http://www.buggyworld.com/parts/products.php?id=2
http://www.v-dubstore.com/Articles.asp?ID=138
http://trentfabrication.com/chassis/