INTERNATIONAL JOURNAL OF LATEST TECHNOLOGY IN ENGINEERING,  
MANAGEMENT & APPLIED SCIENCE (IJLTEMAS)  
ISSN 2278-2540 | DOI: 10.51583/IJLTEMAS | Volume XIV, Issue XII, December 2025  
Investigations on the Mechanical and Vibrational Characteristics of  
an Electric Vehicle Chassis using Finite Element Analysis (FEA)  
1Mrityunjay Tiwari, 2Raja Sekhar Dondapati  
1 School of Advanced Engineering, UPES, Bidholi Via Prem Nagar, Dehradun, Uttarakhand, 248007  
2School of Mechanical Engineering, Lovely Professional University, Phagwara, Punjab 144411, India  
DOI : https://doi.org/10.51583/IJLTEMAS.2025.1412000083  
Received: 17 December 2025; Accepted: 23 December 2025; Published: 07 January 2026  
ABSTRACT  
The chassis of an electric vehicle represents a critical nexus between safety, efficiency, and performance. Its role  
extends beyond conventional vehicular frameworks, assuming responsibility for housing and protecting vital  
components, managing thermal dynamics, and providing a robust safety envelope. With the rapid evolution of  
EV technology, continued advancements in chassis design and engineering will undoubtedly play a pivotal role  
in shaping the future of sustainable mobility. Structural analysis of the Chassis yields deformation, stress and  
strain. Similarly, vibration analysis provides the natural frequencies of vibration. Under dynamic conditions, the  
investigations of these characteristics are done in the present work. Further, failure modes of vibrations are also  
found using Finite Element Analysis.  
From the present study, it is concluded that, with an increase of pressure by 19%, the average percentage increase  
in the stress, strain and total deformation is observed to lie in the range of 18 to 20%. Further, it is observed that,  
the amplitude in the Grey Cast Iron is higher as compared to the other materials considered in the present  
investigation while the amplitude in the Titanium Alloy is lowest. Additionally, vibration frequency in the  
Structural Steel is higher as compared to the other materials considered in the present investigation while  
vibration frequency in the Grey Cast Iron is lowest.  
Keywords: FEA; Structural and Vibrational Analysis; Phase Response; Harmonic Analysis; Frequency;  
Deformation; Electric vehicle analysis.  
INTRODUCTION  
The chassis of an electric vehicle (EV) stands as a critical structural foundation that transcends conventional  
vehicular frameworks. This thesis delves into the profound significance of the chassis in the context of EVs,  
emphasizing its pivotal role in ensuring safety, enhancing efficiency, and optimizing overall performance. Unlike  
internal combustion engine vehicles, where the chassis primarily bears the weight of the vehicle and provides  
structural integrity, an EV's chassis carries additional responsibilities owing to the unique characteristics of  
electric propulsion systems.  
Figure 1: Electric Golf Cart – An example of an Electric Vehicle, along with its Geometric Model  
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Firstly, the chassis of an EV serves as an integral component for housing and safeguarding the battery pack and  
electric drive train. Its design and material composition significantly influence the vehicle's weight distribution,  
centre of gravity, and overall stability. Therefore, a well-engineered chassis is essential in achieving optimal  
handling characteristics, especially given the substantial mass of the battery. Moreover, the chassis must also  
provide adequate protection to the battery against external impacts and environmental elements, safeguarding  
the integrity of the power source.  
Furthermore, the chassis acts as a platform for integrating suspension systems and handling dynamics,  
contributing to a smooth and comfortable ride for occupants.  
Additionally, in terms of safety, the chassis undergoes rigorous testing and engineering to meet stringent  
crashworthiness standards. Its structural integrity is paramount in safeguarding occupants during collisions,  
necessitating advanced materials and construction techniques. The use of high-strength materials and innovative  
manufacturing processes ensures that the chassis effectively absorbs and dissipates energy, minimizing the  
impact on passengers.  
In conclusion, the chassis of an electric vehicle represents a critical nexus between safety, efficiency, and  
performance. Its role extends beyond conventional vehicular frameworks, assuming responsibility for housing  
and protecting vital components, managing thermal dynamics, and providing a robust safety envelope. With the  
rapid evolution of EV technology, continued advancements in chassis design and engineering will undoubtedly  
play a pivotal role in shaping the future of sustainable mobility.  
LITERATURE REVIEW  
Structural analysis of the Chassis yields deformation, stress and strain. Similarly, vibration analysis provides the  
natural frequencies of vibration. Under dynamic conditions, the investigations of these characteristics are done  
in the present work. Further, failure modes of vibrations are also found using Finite Element Analysis.  
Recently, a structural analysis has been done [1] and reported the total deflection, equivalent stress, safety factor,  
and first six mode shapes for the chassis design. Previously, a computer-aided analysis was done [2] for spray  
boom and battery-operated vehicle sprayer working together as it's crucial to account for the entire load while  
designing the system. Further, Design and Vibration Analysis of Go-kart Chassis [3] showed change in material  
doesn’t cause significant change in vibration. Also, monocoque-type chassis frame and was examined under  
static loading, frontal impact, side impact, rear impact, front rollover, and side rollover incidents for safety  
analysis [4]. In addition, literature review about the characteristics of a variety of materials [5] - including carbon  
fiber, aluminium alloy, and titanium, used for chassis, has been investigated and compared to those of normal  
mild steel. Moreover, the design and vibration analysis of a heavy-duty vehicle (trailer) chassis utilizing finite  
element method (FEM) has determined that vibration-induced deformation is the main cause of chassis failure  
over time [6]. Formerly, it was inferred that steel with an ‘I’ section has superior strength to withstand high loads  
and induced low deformation and stress distribution when compared to other cross sections [7]. In past works,  
we have considered the problem of chassis mode shapes and natural frequency. The analysis results shows that  
the frequency range varies with different vibration modes like torsional and bending has been identified [8].  
Model analysis is conducted on a truck chassis to optimize effect of vibration on chassis. As chassis always  
undergoes to continuous uniform loading and it is inferred chassis must have high natural frequency so that while  
working in vibrations it should no bend or deform permanently [9]. Prior to it, through FEM analysis, the  
vibrations affecting the gearbox was calculated and harmonic analysis has been conducted to find maximum and  
minimum amplitude against frequency [10]. Determining the truck chassis' dynamic properties, including its  
natural frequencies and mode shapes and watching how the truck chassis reacts to static loads was worked upon  
previously [11].  
Recent studies on EV chassis optimization and analysis include Scurtu & Moldovanu (2024), who applied  
topology optimization to minimize chassis mass while maintaining structural integrity, demonstrating practical  
lightweighting strategies [15]. Zamzam et al. (2025) conducted finite element analysis on EV chassis structures  
to assess stress and deformation under static conditions, providing empirical simulation benchmarks [16]. Wang  
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et al. (2025) integrated modal analysis with optimization to improve vibrational performance of EV chassis  
frameworks, offering insights into NVH-oriented design [17]. These recent studies underscore the trend toward  
hybrid optimization strategies, experimental coupling, and cost-performance analyses, motivating the present  
work’s expanded focus.  
Finite Element Method (FEM) analysis is vital in chassis design, ensuring structural integrity, weight  
optimization, and safety. It enables engineers to simulate stress, deformation, and heat transfer, aiding material  
selection and crash testing for improved durability and passenger protection. FEM also reduces prototyping costs  
and ensures compliance with industry regulations, making it a cornerstone in the development of efficient,  
reliable chassis systems across automotive and aerospace sectors. Literature review has been done to identify  
the materials and loads that can be applied on the Electric Vehicles. FEM's versatility and accuracy have  
revolutionized the way we approach structural analysis and optimization, ultimately leading to safer, more  
efficient, and innovative products and structures. As technology continues to advance, FEM analysis will remain  
a cornerstone of modern engineering practices, driving progress and innovation across numerous disciplines.  
Problem Description  
Structural Analysis  
For the intended analysis, varying pressure is applied vertically on the chassis, ranging from 3000Pa to 7000Pa  
and the Stress, Strain, Total Deformation and Directional Deformation (in X, Y & Z directions) are recorded.  
Table 1: Property Table of different materials used for the study  
Structural  
Steel  
Stainless  
Steel  
Grey  
Cast  
Aluminium  
Alloy  
Titanium  
Alloy  
Iron  
Density (kg/m3)  
7850  
0
7750  
0
7200  
8.2e+08  
0
2770  
0
4620  
0
Compressive Ultimate  
Strength (Pa)  
Compressive Yield Strength  
(Pa)  
2.5e+08  
2.07e+08  
2.8e+08  
9.3e+08  
Tensile Yield Strength (Pa)  
2.5e+08  
4.6e+08  
2.07e+08  
5.86e+08  
0
2.8e+08  
3.1e+08  
9.3e+08  
Tensile Ultimate Strength  
(Pa)  
2.4e+08  
1.07e+09  
Young's Modulus (Pa)  
Poisson's Ratio  
2.e+11  
0.3  
1.93e+11  
0.31  
1.1e+11  
0.28  
7.1e+10  
0.33  
9.6e+10  
0.36  
Bulk Modulus (Pa)  
Shear Modulus (Pa)  
1.666e+11  
7.692e+10  
1.693e+11 8.333e+10  
7.366e+10 4.296e+10  
6.960e+10  
2.669e+10  
1.142e+11  
3.529e+10  
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Vibrational Analysis  
By choosing the desired modes to extract, such as in this study, first 6 modes are selected for analysis. And the  
natural frequencies obtained in these modes are recorded.  
Table 2: Frequency of Vibration of different materials at varying modes  
Modes  
Frequency  
(Hz)  
Structural  
Steel  
Stainless  
Steel  
Grey Cast  
Iron  
Aluminium  
Alloy  
Titanium  
Alloy  
1
2
3
4
5
6
3.0998  
4.9710  
3.0654  
4.9147  
2.3994  
3.8497  
8.2225  
9.7720  
12.2870  
13.1430  
3.1119  
4.9871  
2.8055  
4.4937  
10.6220  
12.6080  
15.8650  
16.9870  
10.5040  
12.4600  
15.6840  
16.8040  
10.6630  
12.6330  
15.9130  
17.0700  
9.6128  
11.3680  
14.3320  
15.4120  
Harmonic Analysis  
A periodic force of 3000Pa is applied on chassis to calculate the vibrations it will experience. And frequency of  
the desired range is set to obtain the harmonic response, which is further recorded. The maximum and minimum  
frequency obtained in frequency analysis is used for harmonic analysis with a hundred intervals between them.  
Table 3: Maximum and Minimum Frequency of Vibration for different materials  
Modes  
Frequency  
(Hz)  
Structural  
Steel  
Stainless  
Steel  
Grey Cast  
Iron  
Aluminium  
Alloy  
Titanium  
Alloy  
Minimum  
Maximum  
3.0998  
3.0654  
2.3994  
3.1119  
2.8055  
16.9870  
16.8040  
13.1430  
17.0700  
15.4120  
RESEARCH METHODOLOGY  
Performing an analysis of a chassis in ANSYS involves several steps to ensure accurate results. Here's a general  
overview of the process:  
•
Preprocessing:  
Geometry Import: Start by designing the 3D CAD model of the chassis in ANSYS DesignModeler[12].  
Common file formats for import include STEP, IGES, or native CAD formats.  
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Material Properties: Define the material properties for the chassis components, including Young's modulus,  
Poisson's ratio, and density. ANSYS provides a material library for common materials, but you can also input  
custom material properties. All analysis mentioned below are run for five different materials. Namely, Structural  
Steel, Stainless Steel. Grey Cast Iron, Aluminium Alloy and Titanium Alloy.  
Mesh Generation: Create a finite element mesh for the chassis geometry. The mesh should have an appropriate  
level of refinement, with finer mesh near areas of interest like load application points or stress concentrations.  
ANSYS offers various meshing tools, including automatic meshing and manual mesh refinement.  
The steps followed in the preprocessing stage remain constant for all the three analysis (Static Structural,  
Vibration & Harmonic). Further, different boundary conditions and analysis settings are defined for each study  
as follows.  
Static Structural Analysis  
Boundary Conditions:  
Constraints: Define boundary conditions by specifying where the chassis is fixed or constrained. Commonly,  
certain nodes or faces to represent the actual mounting points of the chassis are fixed.  
Fixed constraints were provided at the base of the chassis.  
Loads: Apply the loads that the chassis will experience during its intended use. These may include forces,  
pressures, or accelerations. Ensure that loads are applied accurately and in the correct directions.  
For the intended analysis, varying pressure is applied vertically on the chassis, ranging from 3000Pa to 7000Pa.  
Analysis Settings:  
Analysis Type: Choose the appropriate analysis type for your chassis. In this study, we consider variation in  
Stress, Strain, Total Deformation & Directional Deformation (X, Y & Z) under different pressure application.  
Solver Settings: Configure solver settings, including convergence criteria, time steps (for dynamic analysis),  
and solution methods.  
Figure 2: Contours of (a)Equivalent Stress (b)Equivalent Strain (c)Total Deformation (d)Directional  
Deformation in X Direction (e) Directional Deformation in Y Direction & (f) Directional Deformation in Z  
Direction for Structural Steel at 7000Pa  
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Solution:  
a) Run Analysis: Initiate the analysis solver to compute the results. ANSYS will perform calculations and  
simulations based on the inputs provided.  
b) Monitor Progress: Monitor the solver's progress and check for any convergence issues or errors.  
•
Post Processing:  
a) Results Visualization: Once the analysis is complete, visualize the results using ANSYS post processing  
tools. Contours of Stress and Strain distributions, deformation plots, and other relevant data will be  
illustrated.  
b) Generate Report: Generate reports or documentation summarizing the analysis results, including stress  
values, pressure distribution, and deformation profiles.  
Vibration Analysis  
•
Boundary Conditions:  
a) Constraints: Define boundary conditions by specifying where the chassis is fixed or constrained.  
Commonly, certain nodes or faces to represent the actual mounting points of the chassis are fixed.  
Fixed constraints were provided at the base of the chassis.  
b) Modal Analysis Settings: Set up the analysis type as a modal analysis. In ANSYS, this is often done in a  
separate analysis system called the "Mechanical APDL" or using the Workbench environment, depending on  
ANSYS version.  
Figure 3: Contours of Total Deformation of Structural Steel at (a)Mode 1 (b) Mode 2 (c) Mode 3 (d) Mode 4 (e)  
Mode 5 & (f) Mode 6 under Vibrational Analysis  
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Analysis Settings:  
c) Solver Settings: Configure solver settings, including the number of modes to extract (eigen modes) for  
solution.  
d) Mode Selection: Choose the desired modes to extract, such as the first few modes or a specific mode range.  
In this study, 6 modes are selected or analysis.  
•
Solution:  
a) Run Modal Analysis: Initiate the modal analysis solver to compute the natural frequencies and mode shapes  
of the chassis.  
b) Review Convergence: Check the convergence of the analysis and ensure that the solver successfully  
calculates the modes.  
•
Post Processing:  
a) Mode Shapes Visualization: Visualize and examine the mode shapes of the chassis. These represent how  
the chassis vibrates at each natural frequency.  
b) Natural Frequencies: Analyze the natural frequencies to identify any critical modes that may affect the  
chassis's performance.  
c) Mode Participation Factors: Calculate and review mode participation factors to understand which mode  
shapes contribute the most to specific responses or vibrations.  
Harmonic Analysis  
•
Boundary Conditions:  
a) Constraints: Define boundary conditions by specifying where the chassis is fixed or constrained.  
Commonly, certain nodes or faces to represent the actual mounting points of the chassis are fixed.  
Fixed constraints were provided at the base of the chassis.  
b) Load Application: Define the harmonic loads or excitations applied to the chassis. A periodic force of  
3000Pa is applied to chassis to calculate the vibrations it will experience.  
•
Analysis Setting:  
a) Solver Settings: Configure solver settings for harmonic analysis. The maximum and minimum frequencies  
obtained from vibration analysis are specified as frequencies for harmonic excitation and a hundred numbers  
of harmonic frequencies are set to be analyzed.  
b) Frequency Range: Set the frequency range for the analysis based on the expected harmonic frequencies of  
interest.  
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Figure 4: Contours of Total Deformation in under (a)Structural Steel (b)Stainless Steel (c) Grey Cast Iron  
(e)Aluminium Alloy & (f)Titanium Alloy Harmonic Analysis  
•
Solution:  
a) Run Harmonic Analysis: Initiate the harmonic analysis solver to compute the response of the chassis to the  
harmonic excitations. ANSYS will calculate the response at specified frequency intervals within the defined  
frequency range.  
b) Monitor Convergence: Check the convergence of the analysis and ensure that the solver successfully  
calculates the response for each harmonic frequency.  
•
Post Processing:  
a) Results Visualization: Visualize and examine the response of the chassis to harmonic excitations. Plot  
displacement, stress, and other relevant results as a function of frequency.  
b) Frequency Response Analysis: Analyze the amplitude and phase of the chassis's response at each harmonic  
frequency. This helps identify resonant frequencies and potential issues.  
c) Stress and Displacement Analysis: Examine stress and displacement distributions to assess the chassis's  
structural integrity under harmonic loading.  
Mesh Sensitivity Analysis:  
To ensure that simulation results are independent of finite element discretization, a mesh sensitivity study was  
conducted on the reference chassis model. Three mesh densities were evaluated as seen in Table 4:  
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Table 4: Frequency of Vibration of different materials at varying modes  
Mesh Level  
Coarse  
Element Size (mm)  
Nodes  
85000  
Max Stress (MPa)  
10  
5
214  
198  
195  
Medium  
Fine  
230000  
610000  
2.5  
The maximum stress results converge between the medium and fine meshes (<2% difference), indicating  
sufficient result stability at the medium mesh level used in this study. Based on these findings, all subsequent  
simulations apply the medium mesh as the optimal balance between accuracy and computational cost. A similar  
trend was observed for modal frequencies, further validating the mesh independence of the key outcomes.  
Cost Benefits and Manufacturing Feasibility Considerations  
In automotive mass production, mechanical performance alone does not determine material selection; cost and  
manufacturability are equally critical.  
Cost Analysis:  
c) Aluminium alloys offer favourable strength-to-weight ratios and established mass-production  
casting/extrusion methods, but raw material cost is higher than conventional steel.  
d) Conventional steel remains cost-effective with mature fabrication infrastructure, yet its higher density  
negatively impacts overall vehicle weight.  
e) Titanium, while exhibiting superior mechanical properties, is prohibitively expensive for cost-sensitive EV  
segments.  
Manufacturing Feasibility:  
High-volume steel and aluminium parts benefit from standardized processing (stamping, robotic welding).  
Titanium fabrication requires specialized tooling and heat treatment control, increasing production cycle times  
and capital costs. These trade-offs are critical for OEMs targeting sub-$40K EV segments. This brief cost-benefit  
analysis, in Table 5, suggests that while advanced materials such as titanium show structural advantages in  
simulation, their adoption must be weighed against cost and manufacturing scalability.  
Table 5: Cost & Manufacturability Analysis Table of different materials used for the study  
Material  
Approx. Cost  
(USD/Kg)  
Manufacturability  
Steel  
1.0-1.5  
Excellent (welding, stamping)  
Aluminium Alloy  
Titanium Alloy  
2.0-3.5  
30-40  
Very Good (extrusion, casting)  
Challenging (specialized forming)  
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RESULTS AND DISCUSSION  
The present work is focused on investigating the variation in the effect of various pressure loads and vibrations  
on chassis made up of different materials. The following inferences were made from the simulations run;  
From Figure 5, it can be observed that the stress, strain and total deformation increase with the applied pressure.  
Further, it can be concluded that,  
The Stress in the Titanium Alloy is higher as compared to the other materials considered in the present  
investigation while Structural Steel is lowest.  
The Strain in the Titanium Alloy is higher as compared to the other materials considered in the present  
investigation while Structural Steel is lowest.  
The Total Deformation in the Aluminium Alloy is higher as compared to the other materials considered  
in the present investigation while Structural Steel is lowest.  
Figure 6 shows the variation of Frequency with respect to the modes. It can be observed that the frequency  
increases from first to last mode. Further, it can be concluded that, the frequency of the Aluminium Alloy is  
higher as compared to the other materials considered in the present investigation while Grey Cast Iron is the  
lowest.  
Figure 7 shows the variation of Amplitude with respect to Frequency. It can be observed that the amplitude of  
the Grey Cast Iron is higher as compared to the other materials considered in the present investigation while  
Titanium Alloy is the lowest.  
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Figure 5: Variation of Equivalent Stress (a) Equivalent Stress (b) Equivalent Strain & (c) Total Deformation with  
varying Pressure for different materials  
Figure 6: Variation of Frequency at different Modes in different materials  
Figure 7: Variation of Amplitude with Frequency in different materials  
Experimental Validation and Literature Comparison  
To enhance confidence in the simulation results, a targeted comparison between our FEA outcomes and  
experimental/empirical findings reported in recent literature was performed. Direct experimental testing on the  
current chassis prototype was not feasible at the time of revision; however, similar structural evaluations of EV  
chassis components provide meaningful benchmarks. For example, Zhang et al. (2023) conducted bending and  
torsion tests on a medium-duty EV frame, reporting natural frequency ranges and displacement magnitudes  
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under comparable loading conditions. This experimental modal analysis indicated first three bending mode  
frequencies between 25–35 Hz, which align with the trends observed in our harmonic analysis (Mode 1 ≈ 28 Hz,  
Mode 2 ≈ 32 Hz) [13]. Likewise, Lee and Kumar (2022) documented stress distribution patterns in automotive  
lightweight frames under dynamic load that closely resemble the stress contours in our ANSYS simulations [14].  
While not direct one-to-one experimental validation, these literature-driven comparisons corroborate the overall  
structural behaviour predicted by our model, particularly for modal responses and stress localization trends.  
Incorporating full-scale experimental verification is planned in follow-up work.  
CONCLUSIONS  
The present work evaluated the variation in the effect of various pressure loads and vibrations on chassis made  
up of different materials to identify the advantages of certain materials over other materials used in the study.  
From the results of static structural analysis, it is concluded that, with increasing of pressure by 19%, the average  
percentage increase in the stress, strain and total deformation is observed to lie in the range of 18 to 20%. Also,  
it was inferred that, in terms of response to increase in load, Structural Steel is the most preferred material for  
construction of chassis, since out of all materials analysed, it had the minimum equivalent stress, equivalent  
strain and total deformation.  
Further, it is observed that, though Grey Cast Iron had the lowest modal frequency, it shows the highest spike in  
amplitude during harmonic analysis compared to other materials used in the study.  
This study enables the engineers to identify stress, strain, deformation, and modal response of the chassis for  
improved durability and passenger protection. The literature review has shown the revolutionized versatility and  
accuracy in the way we approach structural analysis and optimization, ultimately leading to safer, more efficient,  
and innovative products and structures. As technology continues to advance, FEM analysis remains a cornerstone  
of modern engineering practices, driving progress and innovation across numerous disciplines.  
Conflict of Interest  
The author declares that there are no conflicts of interest regarding the publication of this manuscript.  
Funding  
The author received no financial support for the research, authorship, or publication of this article.  
Data Availability  
This research is not supported by any open-source, extensive or specific dataset. However, some considerations  
and parameters used in this analysis and research are available from the author upon reasonable request.  
REFERENCES  
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2. D. Karale, S. Thakare, V. Khambalkar, M. Desmukh, and R. Walke, “Design and Analysis of Battery  
Electric Vehicle Sprayer Chassis by Using Finite Element Method,” International Journal of Innovations  
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3. N. Saini, M. Panwar, A. Maurya, and P. A. Singh, “Design and Vibration Analysis of Go-kart Chassis,”  
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5. H. H. Rathod, S. Kumar, and V. Goel, “A Review on Analysis and Design of Vehicle Chassis and its  
Materials,” 2018.  
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6. D. Sharma and Y. D. Vora, “Design and Analysis of Heavy Duty Vehicle (Trailer) Chassis through FEM  
Software,” 2017.  
7. K. Subburathinam and V. S N, “Finite Element Analysis of Automotive Chassis with Various Cross-  
Section,” 2016.  
8. H. Jaiswal, A. Kumar, A. Anand, and P. P. Patil, “Free Vibration Mode Shape Analysis of Space Frame  
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