Automotive design

Automotivedesign

Chassis*design

*pronounced:chase singular
chasez plural
 Introduction
Loadsduetonormalrunningconditions:
Loads due to normal running conditions:
Vehicletransverseonunevenground.
Manoeuverperformedbydriver.
p y
Fivebasicloadcases:
Bendingcase
Bending case
Torsioncase
Combinedbendingandtorsion
g
Lateralloading
Foreandaftloadingg
 Bending Payload

Occupants
Fueltank
Duetoloadingin Engine
vertical(XZ)plane.
Duetoweightof
components along
componentsalong
thevehicleframe.
Staticconditionvehicle Wheels/
Suspension
b ki
braking
structurecanbetreated
as2Dbeam.
Vehicleisapproximatelysymmetricinxyplane.
pp y y yp
Unsprung mass
Componentsliebelowchassis
Donotimposeloadsinstaticcondition.
Do not impose loads in static condition
Bendingmoment/Shearforcediagramofatypical
passengervehicle
hi l
 Bending
Dynamicloading:
Inertiaofthestructurecontributesintotalloading
Alwayshigherthanstaticloading
Roadvehicles:2.5to3timesstaticloads
Offroadvehicles:4timesstaticloads
Example:
E l m
g

Staticloads
Vehicleatrest.
Moving at a constant velocity on a even road.
Movingataconstantvelocityonaevenroad.
Canbesolvedusingstaticequilibriumbalance.
Resultsinsetofalgebraicequations. F
Dynamicloads
Vehiclemovingonabumpyroadevenatconstantvelocity.
V hi l i b d t t t l it m m
g
Canbesolvedusingdynamicequilibriumbalance. a
Generallyresultsindifferentialequations.

F
 Torsion
Whenvehicletraverseonan
unevenroad.
d Rearaxle
l

Frontandrearaxles
experiencesamoment. Frontaxle
Pure simple torsion:
Puresimpletorsion:
Torqueisappliedtooneaxle
andreactedbyotheraxle.
Frontaxle:anticlockwise
torque(frontview)
Rearaxle:balanceswith
clockwisetorque
Resultsinatorsionmoment
Results in a torsion moment
aboutx axis.
Inrealitytorsionisalways
accompaniedbybendingdue
t
togravity.
it
Torsion
Rearaxle
l

Frontaxle
 Combined bending and torsion
Combinedbendingandtorsion
Bendingandtorsionalloadsaresuper
imposed.
Loadingsareassumedtobelinear
Onewheelofthelightlyloadedaxleisraised
onabumpresultintheotherwheelgooff
ground.
All loads of lighter axle is applied to one
Allloadsoflighteraxleisappliedtoone Bendingg Torsion
wheel.
Duetonatureofresultingloads,loading
symmetrywrt xzplaneislost.
RR canbedeterminedfrommoment
balance
balance.
RRstabilizesthestructurebyincreasingthe
reactionforceonthesidewherethewheelis
offground.
Themarked
Sideisoffground
Sidetakesallloadoffrontaxle
Sidesreactionforceincreases
Sidesreactionforcedecreases
tobalancethemoment.
Combinedbendingandtorsion
Lateral loading
Lateralloading
 Lateral loading
Lateralloading
Foramoderncart=1.45mandh
=0.51m.
0 51 m
Criticallateralacceleration=1.42
g
y
Inrealitysideforceslimitlateral
accelerationislimitedwithin0.75
g.
Kerb bumpingcauseshighloads
and results in rollover
andresultsinrollover.
Widthofcarandreinforcements
providessufficientbending
stiffnesstowithstandlateral
forces.
forces
Lateralshockloadsassumedto
betwicethestaticverticalloads
onwheels.
 Longitudinal loading
Longitudinalloading
Whenvehicleacceleratesand
d l t i ti f
deceleratesinertiaforceswere
generated.
Acceleration Weight
transferred from front to back
transferredfromfronttoback.
Reactionforceonfrontwheelis
givenby(takingmomentabt RR)

Deceleration Weight
transferredfrombacktofront.
Reaction
Reactionforceonfrontwheelis
force on front wheel is
givenby
 Longitudinal loading
Longitudinalloading
Limitingtractiveand
g
brakingforcesare
decidedbycoefficient
of friction b/w tires and
offrictionb/wtiresand
roadsurfaces
Tractive and braking
andbraking
forcesaddsbending
throughsuspension.
Inertiaforcesadds
additionalbending.
 Asymmetric loading
Asymmetricloading
Resultswhenonewheelstrikesa
raisedobjectsordropsintoapit.
Resolvedasverticalandhorizontalloads.
Magnitudeofforcedependson
Magnitude of force depends on
Raised
Speedofvehicle object`
Suspensionstiffness
Wheel mass
Wheelmass
Bodymass
Appliedloadisashockwave
Whichhasverylesstimeduration
h hh l d
Hencethereisnochangeinvehiclespeed
Actsthroughthecenterofthewheel.
 Asymmetric loading
Asymmetricloading
Resolvedverticalforcecauses:
Additionalaxleload
VerticalinertialoadthroughCG
Torsionmoment
tomaintaindynamicequilibrium.
to maintain dynamic equilibrium
Resolvedhorizontalforce
causes:
Bending
Bendinginx
in xzzplane
plane
Horizontalinertialoadthrough
CG
Momentaboutzaxis
tomaintaindynamicequilibrium.
Totalloadingisthe
superpositionofallfourloads.
 Allowable stress
Allowablestress
Vehiclestructureisnotfullyrigid
y g
Internalresistanceorstressisinducedtobalance
externalforces
Stressshouldbekepttoacceptablelimits
StressduetostaticloadXdynamicfactoryieldstress
Shouldnotexceed67%ofyieldstress.
Should not exceed 67% of yield stress
Safetyfactoragainstyieldis1.5
Fatigueanalysisisneeded
g y
Atplacesofstressconcentration
Eg.Suspensionmountingpoints,seatmounting
points.
points
 Bending stiffness
Bendingstiffness
Important
Importantinstructuralstiffness
in structural stiffness
Sometimesstiffnessismoreimportantthan
strength
Determinedbyacceptablelimitsofdeflection
of the side frame door mechanisms.
ofthesideframedoormechanisms.
Excessivedeflectionwillnotshutdoorproperly
Localstiffnessoffloorisimportant
Local stiffness of floor is important
Stiffenedbyswagespressedintopanels
Secondmomentofareashouldbeincreased
Second moment of area should be increased
 Bending stiffness
Bendingstiffness
Thin
Thinpanelsseparatedbyhoneycomb
panels separated by honeycomb
structurereducedvibration
Localstiffnesshastobeincreasedat:
Local stiffness has to be increased at:
Door
Bonnet
B
Suspensionattachpoints
Seatingmountingpoints
Achievedbyreinforcementplatesandbrackets.
 Torsional stiffness
Torsionalstiffness
Allowabletorsionforamediumsizedcar:8000to10000N
m/deg
/
Measuredoverthewheelbase
Whentorsionstiffnessislow:
When torsion stiffness is low:
Structuremove upanddown and/orwhip
Whenparkedonunevengrounddoorsfailtoclose
Doorsfailtoclosewhilejackingifjackpointsareatacorner
Doors fail to close while jacking if jack points are at a corner
Torsionstiffnessisinfluencedbywindscreens
TSreducesby40%whenwindscreensremoved
O
Opentopcarshavepoortorsionalstiffness
h i l iff
Handlingbecomesverydifficultwhentorsionalstiffnessis
low.
 Chassis types Ladderframes
Chassistypes Ladder frames
Usedbyearlymotorcars
Earlycarsbodyframedidnot
contributemuchforvehicle Cross
structure. beam
Mostlymadeofwood whichhaslow
stiffness
Carriedallload(bendingand
torsion)
Advantages:
Canaccommodatelargevarietyof
body shapes and types
bodyshapesandtypes
Usedinflatplatforms,boxvans,
tankersanddetachablecontainers Siderails

Stillusedinlightcommercial
vehicleslikepickup.
 Chassis types Ladderframes
Chassistypes Ladder frames
Siderailsfrequentlyhaveopen
channelsection
Openorclosedsectioncrossbeams
Goodbendingstrengthandstiffness
Flangescontributelargearea
momentofinertia.
Flangescarryhighstresslevels
O
Opensection:easyaccessforfixing
i f fi i
bracketsandcomponents
Shearcenterisoffsetfromtheweb
Local twisting of side frame is
Localtwistingofsideframeis
avoided
Loadfromvehicleisappliedonweb
Avoidsholesinhighlystressesflanges
Avoids holes in highly stresses flanges
Verylowtorsionalstiffness.
 Chassis types Ladderframes
Chassistypes Ladder frames
Clockwisesideframebending
Torsionincrossmemberis
reactedbybendingofside
db b d f d
frames
Bendingincrossframesare
reactedbytorsionofside
t db t i f id
frames
Allmembersareloadedin
torsion
Opensectionsarereplaced
Anticlockwisecrossframetorsion
byclosedsectionsto
improve torsional stiffness
improvetorsionalstiffness
Strengthofjointsbecomescritical
Maxbendingoccursatjoints
Attachmentofbracketsbecomes
morecomplexl
 Chassis types cruciformframes
Chassistypes cruciform frames
Cancarrytorsionalloads,no
elementsoftheframeis
subjectedtotorsionalmoment.
Madeoftwostraightbeams
Have only bending loads
Haveonlybendingloads
Hasgoodtorsionalstiffnesswhen
jointincenterissatisfactorily
designed
Maxbendingmomentoccursin
joint.
Combining ladder and cruciform
Combiningladderandcruciform
frameprovidesgoodbendingand
goodtorsionalstiffness
Cross beams at front and back at
Crossbeamsatfrontandbackat
suspensionpointsareusedto
carrylateralloads
 Chassistypes Torquetubebackbone
frame Backbone

Mainbackboneisaclosed
boxsection
Splayedbeamsatfrontand
rear extent to suspension
rearextenttosuspension
mountingpoints
Transversebeamsresist
Transverse
lateral loads
lateralloads beam
Backboneframe:bending
andtorsion
Splayedbeams:bending
Transversebeams:tension
or compression
orcompression

Splayedbeams
 Chassis types Spaceframes
Chassistypes Space frames
Inallframestillnowlengthinone
dimensionisverylesscompared
totheothertwodimensions
h h di i
Increasingdepthincreases
bendingstrength
Usedinracecars
Allplanesarefullytriangulated
Beamelementscarryeither
y
tensionorcompressiveloads.
Ringframesdependsonbending
ofelements
Windscreen,backlight
Enginecompartment,doors
Lowershearstiffness
Indiagonalbracedframes
stiffnessprovidedbydiagonal
element
 Chassis types Integralstructures
Chassistypes Integral structures
Moderncarsaremassproduced
Sh t t l
Sheetsteelpressingsandspotwelds
i d t ld
usedtoformanintegralstructure
Componentshavestructuraland
otherfunctions
Sid f
Sideframes+depth+roofgivesgood
d h f i d
bendingandtorsionalstiffness
Geometricallyverycomplicated
StressdistributionbyFEMonly
Stressdistributionisfunctionof
appliedloadsandrelativestiffness
betweencomponents
Advantages:
Stifferinbendingandtorsion
Lowerweight
Lesscost
Quiet operation
Quietoperation
StructuralanalysisbySimpleStructural
Surfaces(SSS)method
f ( ) h d
Manymethodstodetermine
loadsandstresses
Elementarymethodisbeam
method,FEMisadvanced
methodandSSSisintermediate
DevelopedbyPawlowski in1964
Determinesloadsinmain
structuralelements
Elementsareassumedtoberigid
initsplane
p
Cancarryloadsinitsplane
Tension,compression,shearand
bending
Loadsnormaltoplaneand
bendingoutofplaneisinvalid
andnotallowed
SSSmethod Analysisofsimplevan
(
(torsioncase)
)
 SSSmethod Analysisofsimplevan
(
(torsioncase)
)
Tenstructural
componentsare
considered
Ifgeometryisknownand
If geometry is known and
axleloadsareknown,
edgeloads(Qs)canbe
d
determined. d
Forafullyladenvanfront
axle load is lighter.
axleloadislighter.
BymomentbalanceRr
canbedetermined.
R'r Rf
* tr = * tf
2 2
 SSSmethod Analysisofsimplevan
(
(torsioncase)
)
TheequilibriumofSSS2andSSS
3 are obtained by taking
3areobtainedbytaking
momentsasRf andRr areknown.

SSS2(frontcrossbeam)
Rf
P2w * tf = 0
2
SS 3 (Rear cross beam)
SS3(Rearcrossbeam)
R'r
P3w * tr = 0
2
P2andP3willbeequalin
magnitudeastheyactatthe
widthofthevehicleandthe
torque at the front and rear must
torqueatthefrontandrearmust
beequal.
 SSSmethod Analysisofsimplevan
(
(torsioncase)
)
ConsideringSSS6
g
Q1 toQ5 willoccur
aroundperiphery
Appliesopposite
momenttoP2 andP3
TakingmomentatA
P 3(l1 + l 2 + l 3) Q 3(l1 + l 2 + l 3 + l 4) Q 4(h1 h 2) Q 2 h 2 P 2l1 = 0

ConsiderSSS4(frontpanel)
Q 6 h 2 Q1w = 0

ConsiderSSS5(reardoorframe)
Q 6 h1 Q 3 w = 0
 SSSmethod Analysisofsimplevan
(
(torsioncase)
)
ConsiderSSS8(floorpanel)
Q 6(l1 + l 2 + l 3 + l 4) Q 2 w = 0

ConsiderSSS9(windscreenframe)
Q 6(h1 h 2)
Q5 w = 0
sin
ConsiderSSS
Consider SSS10
10(Roof)
(Roof)
Q 6l 5 Q 4 w = 0
SixunknownsQ1 toQ6
SubstituteQ2,Q3 andQ4
intheeqn ofSSS6
Q6 canbeobtainedand
b bt i d d
hencerestofthe
unknownscanbederived
 SimpleStructuralSurfaces
representing a saloon car in
representingasalooncarin
bending
MaterialfromJ.H.Smith,2002
 Passenger car
Passengercar
More
Morecomplexthanboxtypevan
complex than box type van
Detailedmodelvaryaccordingtomechanical
components
Frontsuspensionsloadsappliedtofrontwingas
for strut suspension
forstrutsuspension
Rearsuspension(trailingarmortwistbeam)loads
to inner longitudinal member under the boot floor
toinnerlongitudinalmemberunderthebootfloor
SSSsvarieswithbodytypes
 Vehicle structures represented by SSS
VehiclestructuresrepresentedbySSS

Bus or box type vehicle

Busorboxtypevehicle Van
Van P
Passengercar

SSS andNotSSS
Structures that are structural surfaces
Structuresthatarestructuralsurfaces

ImagefromJ.C.Brown,2002
StructuresthatareNOTsimple
structuralsurfaces
l f

ImagefromJ.C.Brown,2002
 Half saloon model
Halfsaloonmodel
Limitedto5Loads
Limited to 5 Loads
F1z=(radiator,bumper,battery)/2
F2z
2 =(engine)/2
= (engine)/2
F3z=onefrontpassengerandseat
F4z=onerearpassenger,seat,andhalffueltank
t d h lf f l t k
F5z=(luggage)/2
1UDL(bodyweight)
(b h)
 Process
Process
Ca
Calculatereactionsatfrontandrearaxles
cu ate eact o s at o t a d ea a es
(takingmomentsandverticalforceequilibrium)
Rzf//2
Rrz/2
CalculateforcesineachoftheSSS
11equationswith11unknowns(K1, ..K10,M)
canbeevaluatedfromSSS1toSSS8
Equilibriumofrightframetobeverifiedwith
forcesandmoments
Half Saloon car model Bending
HalfSalooncarmodel
 Figure

Transverse
TransverseSSS
SSS SSS 1
SSS1
representingthestrut
tower
ResolvingForces
K1 +K
+ K2 Rfzf /2
/ 2 =0
0
Moments
K1 =Rfz*w1/(
/(2*(w
( 1+w2))
 Figure

Upper front longitudinalSSS2

Upperfrontlongitudinal
ResolvingForces
K1 K
K3 u(l
(l1 +l3)=0
) 0
Moments
K1l3 u*((l1+l3)2/2)M=0
/2) M =0
Figure

SSS3
Lowerfrontlongitudinal
Lower front longitudinal
ResolvingForces
F1z +FF2z +K
K5 K2 K4 =0
0
Figure

SSS4
engine
enginefirewall
fire wall
ResolvingForcesandby
symmetry
y y
K5 K6 =0
 Figure

SSS 5
SSS5

FloorCrossbeam(Front)
Floor Cross beam (Front)
Resolvingforcesandbysymmetry
K7K
K4FF3z =0
Figure

SSS 6
SSS6

Longitudinalunderboot
Resolvingforces K9+K8 Rrz /2+F5z=0
Moments: K9 =(Rrz*l6/2 F5l10)/(l5+l6)
 Figure

SSS 7
SSS7

Floorcrossbeam(rear)
Floor cross beam (rear)
Resolvingforcesandbysymmetry
K9K
K11FF4z =0
Figure

SSS 8
SSS8
Rear
RearPanel
Panel
Resolvingforcesandby
symmetry
y y
K10K8 =0
Figure

SSS 9
SSS9

Righthandsideframe
Resolvingforces
Resolving forces
K6 K7 +K11 +K10 u*(L+l6 l3)=0
MomentsaboutA
Moments about A
K10*(L+l6 l3)+K11*(L l3 l5)K7*(l4 l3)u*(L+l6 l3)2/2=0
 Conclusion
SSSs
SSSs1to9aresubjecttoloads
1 to 9 are subject to loads
Therearboottopframe,rearscreen,roof,
windscreen floor panel and boot floor have
windscreen,floorpanelandbootfloorhave
noloadsappliedtothem
Thesideframe
Th id f carriesthemajorloadsandis
i h j l d di
themainstructuralmember fordetermining
thebendingstiffness
h b di iff andstrength
d h ofthecar.
f h
 SSSrepresentationofasalooncarin
torsion
Front
Frontaxleisassumedto
axle is assumed to
belighterthanrear.
Maximumtorquethat
q
canbeappliedis:
Rfz R ' rz
* tf = * tr
2 2
Rfz andRrz arereaction
loadsatsuspension
mountingpoints
Rrz canbeobtained.
 SSS1(Struttower)

The
Thecar'salignmentandstructural
ar's ali nment and str t ral
rigiditydependsonthestruttower.

Resolvingforces:
Forcesarenotbalanced.

Rfz
P1+P2 =0
2
Momentbalance
Takingmomentaboutthemedial
edge
Rfzf w2
P1 = *
2 (w2 +w1)
P1andP
and P2 canbedeterminedfrom
can be determined from
theaboveequations.
Asthisisahalfmodel,loadsonthe
leftstruttower(SSS1)willbe
equalbutoppositeindirection
lb i i di i
 SSS2(Upperfrontlongitudinal)
LoadP1 fromstruttoweristransmitted.

Forcebalance
P3 P1 = 0
Momentbalance
P1 isequaltoP3
createsamomentin
clockwisedirection
momentM
moment Mbalances
balances
Momenttakenwrt rear
edge
g
M'Pl1 3 =0
SSS2haveequalbutopposite
loads
loads.
P3andMcanbefound.
 SSS3(Lowerfrontlongitudinal)
P2 fromstruttoweristransmitted

Forcebalance:
P2 +P4 P5 =0
Momentbalance:
Takenwrt
k rearedge
d
p2l4
P5 =
(l4 l5)
SSS3haveequaland
opposite loads
oppositeloads.
P4andP5canbe
found.
 SSS5(Floorcross
beam)
Momentbalance:
P4(tf 2w2) P7w=0

SSS6(Longitudinalunderbootfloor)
Forcebalance:
R ' rz
P9 + P8 =0
Momentbalance:2

R ' rz * l 6
P 6
SSS
SSS6 =will have equal and
9 willhaveequaland
2 * (l 6 + l 5)
oppositeloading
P7,P8 andP9 canbefound.
 SSS4(Enginefirewall)
Momentbalance:

P5(tf 2w2) Qh
1 1 Q2w= 0
SSS7(rearfloorcrossbeam)
Momentbalance:

SSS
SSS8 8 (
(rearfloorcrossbeam)
Pt9 r Qh
fl
1 2 Qw 3 =0
b )
Momentbalance:

SSS10(rearfloorcrossbeam)
r Q 1( h 3 h 2 ) Q 4 w = 0
P 8 tMomentbalance:

Q 1( h h 1)
Q 6w = 0
cos
 SSS12(Roofpanel)
Momentbalance:

Ql1 8 Q7w=0
SSS13(Backlightframe)
Momentbalance:

QSSS14
SSS 14h (Trunktopframe)
1( h 3) k t
(T f
Q 8w =
)
0
cos
Momentbalance:

SSS15(rearfloorcrossbeam)
Ql1 7 Qw
9 =0
Momentbalance:

Q 1( l 5 + l 6) Q 10 w = 0
 SSS16(Mainfloor)
Momentbalance:

L l 5 SSS16arein
Q1 (SSS11 l 3) Q 11w = 0
complimentaryshear
SSS9(sideframe)
MomentaboutA:

Q4(L+l6 l3) +Q3(Ll5 l3) +P7(l4 l3)

+M'+Q6(l9cos) Q7(hh1)
11equationsand11unknowns
11 equations and 11 unknowns
8 Q..Q
Qcoc l7 l3) Q8sin(h3 h1)
(L+11l6.Canbesolved.
1

Q9(h3 h1) Q10(h1h2) Q11(h1) =0

 Examinationoffigurereveals:
Shearforceisappliedtoallpanels
Includingwindscreenframe,backlight
g , g
frame,trunkframe,rearpanel,floor
panelandtrunkfloorpanel
Shouldhavegoodshearstiffness
Floorpanelrequiresswagingto
preventbuckling.
Windscreenframeandbacklightframe
must be constructed with stiff corner
mustbeconstructedwithstiffcorner
joints
Thisensuresshearistransferredto
roof.
Inotherwordstheseframesmustnot
shear.
Asinglepoorframestiffnesswillresult
in poor vehicle torsional stiffness
inpoorvehicletorsional
 Examinationoffigurereveals:
Windscreenframeandbacklightframe
arestiffenedbyglass,whichactsas
shear panel
shearpanel
Glassesarebondedtoframes
Thisensuresglassisretainedinfrontal
impacts
p
Glassissubjectedtoshearstress
Ifsurroundingframesarelessstiff
glassmaycrack
Rearpanelandtrunktopframeare
subjectedtoshear.
These2componentsarenotvery
good SSSs due to large discontinuity
goodSSSsduetolargediscontinuity
causedbytrunklid.
Overcomebyhighsillorliftover
Thismakespooraccessforloading
luggage
 Examinationoffigurereveals:
Siderearpanelswhichhousesrear
lightsaremadewidelikethesidesof
thetrunktopframe.
Abetterstructurewillincorporatea
panelorcrossbraceintheplaneof
rear sear back
rearsearback.
Mostofthemoderncardonothave
thisascustomerspreferfoldingseats.
 Computational methods
Computationalmethods
Structuralanalysisisnowfundamentalin
vehicle design process
vehicledesignprocess
Finiteelementmethod(FEM)isa
promisingtoolinstructuralanalysis
Vehiclestructuresaredividedintosmall
elements
FiniteelementsdeformswhileinSSS
structuresareassumedtoberigid
Staticand/ordynamicequilibrium
equations along with material constitutive
equationsalongwithmaterialconstitutive
equationsaresolvedusinglinearalgebra
ComplexityofFEMincreasedasdetailof
vehiclemodelincreases
Beam elements represent sills window
Beamelementsrepresentsills,window
pillars,enginerailsandfloorcrossbeams
Floor,roof,bulkheadscanbemodeledby
equivalentbeamsthathavestiffness
equivalent to shear panels
equivalenttoshearpanels
 Computational methods
Computationalmethods
Recentmodelsuseplate
andshellelementsto
d h ll l
accuratelyrepresentsheet
metalcomponents
Numberofloadsand
N b fl d d
numberofelementsresults
inaverylargedataset.
Longmodelpreparation
Long model preparation
timeandlongcomputer
solvingtime
InitialloadingtoFEMcanbe
Initial loading to FEM can be
derivedusingrigidbody
methodslikeSSS.