Automotive design Automotive design Chassis* design *pronounced: chase singular chas-ez plural

Introduction Introduction

Loads due to normal running conditions: Loads due to normal running conditions:

Vehicle transverse on uneven ground. Manoeuver pperformed byy driver. Five basic load cases: Bending casecase Bending

Torsion case Combined bendingg and torsion Lateral loading Fore and aft loadingg

Bending Bending

Due to loading in vertical (X-Z) plane. Due to weight of components along components along the vehicle frame.

Static condition vehicle structure can be treated EngineEngineWheels/ Suspensionbraking PayloadPayload Occupants Fueltank as 2D beam.

Vehicle is apppproximatelyy symmetric in xy plane. y yp

Unsprung mass Components lie below chassis Do not impose loads in static condition Do not impose loads in static condition.

Bending moment/ Shear force diagram of a typical hi l passenger vehicle

Bending Bending

Dynamic loading: Inertia of the structure contributes in total loading Always higher than static loading Road vehicles: 2.5 to 3 times static loads Off road vehicles: 4 times static loads EExamplle: Static loads Vehicle at rest . Moving at a constant velocity on a

even road. Moving at a constant velocity on a even road.

Can be solved using static equilibrium balance. Results in set of algebraic equations. Dynamic loads Vhi l i b d tttlit Vehicle moving on a bumpy road even at constant velocity. Can be solved using dynamic equilibrium balance. Generally results in

differential equations. mgFmgma F

Torsion Torsion

When vehicle traverse on an uneven roadd. Front and rear axles experiences a moment. Pure Pure simple torsion: simple torsion:

Torque is applied to one axleand reacted by other axle. Front axle: anti clockwise torque (front view) Rear axle: balances with clockwise torque

Results in a torsion momentin a torsion moment Results about x-axis.

In reality torsion is alwaysaccompanied by bending due t it to gravity. FrontaxleRearaxle

Torsion Torsion

Frontaxle Rearaxle

Combined bending and torsion Combined bending and torsion

Bending and torsional loads are superimposed.imposed.

Loadings are assumed to be linear One wheel of the lightly loaded axle is raiseon a bump result in the other wheel go offground. All loads of lighter axle is applied to one All

loads of lighter axle is applied to one wheel.

Due to nature of resulting loads, loading symmetry wrt xz plane is lost. R R can be determined from moment balancebalance.

R Rstabilizes thestructure byincreasingthereaction force on the side where the wheel is off ground . The marked Side is off ground

Side takes all load of front axle Side s reaction force increases Side s reaction force decreases to balance the moment. BendingTorsiong Combined bending and torsion

Lateral loading Lateral loading

Lateral loading Lateral loading

For a moderncar t =1.45mandh 051 m = 0.51 m.

Critical lateral acceleration = 1.42 g In realityy side forces limit lateral acceleration is limited within 0.75 g. Kerb bumping causes high loadsand results in rollover. and results in rollover Width of car and

reinforcements provides sufficient bendingstiffness to withstand lateral forces forces.

Lateral shock loads assumed to be twice the static vertical loads on wheels.

Longitudinal loading Longitudinal loading

When vehicle accelerates and d l ti ti f decelerates inertia forces were generated.

Acceleration Weighttransferred from front to backtransferred from front to back.

Reaction force on front wheel is given by (taking moment abt RR) Deceleration Weighttransferred from back to front. Reaction

force on front wheel is Reaction force on front wheel is given by

Longitudinal loading Longitudinal loading

Limitingg tractive and braking forces are decided by coefficient of friction b/w tires and of friction b/w tires and road surfaces

Tractive and braking Tractive and braking forces adds bending through suspension.

Inertia forces adds additional bending.

Asymmetric loading Asymmetric loading

Results when one wheel strikes a raised objects or drops into a pit. Resolved as vertical and horizontal loads. Magnitude of force depends on Magnitude of force depends on Speed of vehicle Raisedobject` Suspension stiffness Wheel mass Wheel mass Body mass Applied

load is a shock wave hhh d Which has very lless time duration Hence there is no change in vehicle speed Acts through the center of the wheel.

Asymmetric loading Asymmetric loading

Resolved vertical force causes: Additional axle load Vertical inertia load through CG Torsion moment to maintain dynamic equilibrium to maintain dynamic equilibrium.

Resolved horizontal force causes: Bending in xin z plane plane Bending x z

Horizontal inertia load through CG

Moment about z axis to maintain dynamic equilibrium. Total loading is thesuperposition of all four loads.

Allowable stress Allowable stress

Vehicle structure is not fullyy riggid Internal resistance or stress is induced to balance external forces Stress should be kept to acceptable limits Stress due to static load X dynamic factor = yield stress Should not exceed 67% of yield stress Should not exceed 67% of

yield stress.

Safety factor against yield is 1.5 Fatiggue analyysis is needed At places of stress concentration Eg. Suspension mounting points, seat mountingpoints points.

Bending stiffness Bending stiffness

Important in structural stiffness Important in structural stiffness

Sometimes stiffness is more important than strength strength

Determined by acceptable limits of deflection of the side frame door mechanisms. of the side frame door mechanisms.

Excessive deflection will not shut door properly

Local stiffness of floor is important Local stiffness of floor is important

Stiffened by swages pressed into panels Second moment of area should be increasedmoment of area should be increased Second

Bending stiffness Bending stiffness

Thin panels separated by honeycomb Thin panels separated by honeycomb structure reduced vibration

Local stiffness has to be increased at: Local stiffness has to be increased at: Door BBonnet Suspension attach points Seating mounting points Achieved by reinforcement plates and brackets.

Torsional stiffness Torsional stiffness

Allowable torsion for a medium sized car: 8000 to 10000 Nm//deg Measured over the wheel base When torsion stiffness is low: When torsion stiffness is low:

Structure move up and down and/or whip When parked on uneven ground doors fail to close

Doors fail to close while jacking if jack points are at a corner Doors fail to close while jacking if jack points are at a corner

Torsion stiffness is influenced by windscreens TS reduces by 40% when windscreens removed OOpen top cars hhave poor torsionall stiffness i iff

Handling becomes very difficult

when torsional stiffness islow.

Chassis types-Ladder frames Chassis types Ladder frames

Used by early motor cars Early car s body frame did not contribute much for vehicle structure. Mostly made of wood which has low stiffness Carried all load (bending and torsion) torsion)

Advantages: Can accommodate large variety of body shapes and

types body shapes and types

Used in flat platforms, box vans, tankers and detachable containers Still used in light commercial vehicles like pick up. CrossbeamSiderails

Chassis types-Ladder frames Chassis types Ladder frames

Side rails frequently have open channel section Open or closed section cross beams Good bending strength and stiffness Flanges contribute large area moment of inertia. Flanges carry high stress levels OOpen sectiion : easy access ffor fifixiing brackets and components Shear

center is offset from the web Local twisting of side frame isLocal twisting of side frame is avoided

Load from vehicle is applied on web Avoids holes in highly stresses flangesholes in highly stresses flanges Avoids

Very low torsional stiffness.

Chassis types-Ladder frames Chassis types Ladder frames Clockwisesideframebending Torsion in cross member is reactedd bby bending off side bd d frames

Bending in cross frames are reactd b ted by ttorsion off side i id frames

All members are loaded in torsiontorsion

Open sections are

replacedby closed sections toimprove torsional stiffness improve torsional stiffness

Strength of joints becomes critical Max bending occurs at joints Attachment of brackets becomes more compllex Anti-clockwisecrossframetorsion

Chassis types-cruciform frames Chassis types cruciform frames

Can carry torsional loads , no elements of the frame is subjected to torsional moment. Made of two straight beams Have only bending loadsonly bending loadsHave

Has good torsional stiffness when joint in center is satisfactorily designeddesigned

Max bending

moment occurs in joint. Combining ladder and cruciform Combining ladder and cruciform frame provides good bending and good torsional stiffness

Cross beams at front and back at Cross beams at front and back at suspension points are used to carry lateral loads

Chassis types-Torque tube back bone f frame

Main back bone is a closed Backbone box section

Splayed beams at front and rear extent to suspension rear extent to suspension mounting points

Transverse beams resist lateral loads lateral loads

Back bone frame: bending and torsion Splayed

beams: bending Transverse beams: tension or compressionor compression TransversebeamSplayedbeams

Chassis typestypes-Space frames frames Chassis Space

In all frames till now length in one dimension is very less compared hh dii to the other two dimensions

Increasing depth increases bending strength Used in race cars All planes are fully triangulated Beam elements carryy either tension or

compressive loads. Ring frames depends on bending of elements Windscreen, back light Engine compartment, doors Lower shear stiffness In diagonal braced frame s stiffness provided by diagonal element

Chassis types-Integral structures Chassis types Integral structures

Modern cars are mass produced Shttl i d tldSheet steel pressings and spot welds used to form an integral structure

Components have structural andother functions Sidf dh fiSide frames + depth + roof gives goodd bending and torsional stiffness

Geometrically very complicated Stress distribution by FEM only Stress distribution is function of applied loads and relative stiffnessbetween components Advantages: Stiffer in bending and torsion Lower weight Less cost Quiet operation Quiet operation

Structural analysis by Simple Structural f( hd Surfaces (SSS) ) method

Many methods to determine loads and stresses Elementary method is beam method, FEM is advanced method and SSS is intermediate Developed by Pawlowski in 1964 Determines loads in main structural elements Elements are assumed to be rigid in

its pplane Can carry loads in its plane Tension, compression, shear and bending Loads normal to plane and bending out of plane is invalid and not allowed

SSS method Analysis of simple van ( ) (torsion case)

SSS method Analysis of simple van ( ) (torsion case)

Ten structural components are considered

If geometry is known and If geometry is known and axle loads are known, edge loads ( Q s) can be dddetermined.

For a fully laden van front axle load is lighter.load

is .axle lighter By moment balance R r can be determined. R'' r Rf *tr = *tf 22

SSS method Analysis of simple van ( ) (torsion case)

The equilibrium of SSS2 and SSS3 are obtained by taking 3 are obtained by taking moments as Rf and R r are known.

SSS2 (front cross beam) Rf 2 *tf Pw = 0 2

SS 3 (Rear cross beam)SS3 (Rear cross beam) R'r Pw3 *tr= 0 2

P2 and P3 will be equal inmagnitude as they act at thewidth of the vehicle and the torque at the front and rear must torque at the front and rear must be equal.

22210QhPl--=22210QhPl--= SSS method Analysis of simple van ( ) (torsion case)

Consideringg SSS6 Q1 to Q5 will occur around periphery Applies opposite moment to P2 and P3 Taking moment at A 31+ l2+ l3) ( 31+ l2+ l3+ l441 h2) ( Ql ) (

Pl Qh

Consider SSS4 (front panel) 621 Qh Qw = 0

Consider SSS5 (rear door frame) 613 Qh Qw = 0

SSS method Analysis of simple van ( ) (torsion case) Consider SSS8 (floor panel) 6( 1 l2 l3 l4) 2 Ql++ + Qw = 0

Consider SSS9 (windscreen frame) 6( 1-h2) Qh 5 =0 -Qw sina

Consider SSS-10 (Roof) Consider

SSS 10 (Roof) 65 -Qw 4 Ql = 0

Six unknowns Q1 to Q6 Substitute Q2, Q3 and Q4 in the eqn of SSS6 Q b btid d

Q6 can be obtained and hence rest of the unknowns can be derived

Simple Structural Surfaces representing a saloon car in representing a saloon car in bending Material from J.H. Smith, 2002

Passenger car Passenger car

More complex than box type van More complex than box type van

Detailed model vary according to mechanical components components

Front suspensions loads applied to front wing as forfor strut suspensionstrut suspension Rear suspension (trailing arm or twist beam) loads to inner longitudinal

member under the boot floor to inner longitudinal member under the boot floor

SSSs varies with body types

Vehicle structures represented by SSS Vehicle structures represented by SSS

Bus or box type vehicle Van Van PPassenger car Bus or box type vehicle SSS and Not SSS

Structures that are structural surfaces Structures that are structural surfaces

Image from J.C.Brown,2002

Structures that are NOT simple structurall surffaces

Image from J.C.Brown,2002

Half saloon model Half saloon model

Limited to 5 Loads Limited to 5 Loads

F1z= (radiator, bumper, battery)/ 2 FF22z= (engine)/(engine)/22 F3z= one front passenger and seat FF4z = one rear passenger, seatt, and half fuel tank dhlffl tk

F5z = (luggage)/ 2 ( b h)

1 UDL (body weight)

Process Process

Calculate reactions at front and rear axles ( taking moments and vertical force equilibrium) Rzfzf// 2 Rrz/ 2 Calculate forces in each of the SSS 11 equations with 11 unknowns ( K1, . . K10, M) can be evaluated from SSS1 to SSS8 Equilibrium of right frame to

be verified with forces and moments

Half Saloon car model Half Saloon car model -Bending Bending

FigureFigure SSS 1 1 SSS

Transverse SSS Transverse SSS representing the strut tower tower

Resolving Forces K1 + KK22 Rffz / 2 / 2 = 0 K1 +R0

Moments K1 = Rfz*w1/(/(2*((w1+w2)))) 1 fz112

FigureFigure SSS2 SSS2

Upper front longitudinal Upper front longitudinal Resolving Forces K K u (l(l1 +l+l3) ) = 00 K1 K3

Moments K l u*(( l + l )2/2)/2)M = 0 M =0 K1l3 u*((l1+l3)2

FigureFigure SSS3 SSS3

Lower front longitudinal Lower front longitudinal

Resolving Forces F1zFKK2K0 F1z + F2z2z + K55 -K2 -K44 = 0

FigureFigure SSS4 SSS4

engine fire wall engine fire wall

Resolving Forces and by syymmetryy K5 -K6 = 0

FigureFigure SSS 5 5 SSS

Floor Cross beam (Front) Floor Cross beam (Front) Resolving forces and by symmetry KKF =0 K7 -K4 -F3z = 0

SSS 6 6 SSS Figure Longitudinal under boot Resolving forces K9+ K8 -Rrz/ 2 +F5z= 0 Moments : K9 = (Rrz*l6/ 2 F5l10) / (l5+l6)

FigureFigure SSS 7 7 SSS

Floor cross beam (rear) Floor cross beam (rear) Resolving forces and by symmetry KK F=0 K9 -K11 -F4z = 0

FigureFigure SSS 8 8 SSS

Rear Panel Rear Panel

Resolving forces and by syymmetryy K10 -K8 = 0

SSS9FigureSSS9 Right-handside-frameFigureSSS9 Right-handside-frame Resolving forces Resolving forces K6 K7 + K11 + K10 u*( L + l6 l3) = 0 Moments about Aabout A Moments K10*( L + l6 l3)+K11*( L l3 l5) K7*(l4 l3) u*(L + l6 l3)2/

Conclusion Conclusion

SSSsSSSs 1 to 9 are subject to loads1 to 9 are subject to loads The rear boot top frame, rear screen, roof, windscreenwindscreen, floor panel and boot floor havefloor panel and boot floor have no loads applied to them h ld ThThe sidide-fframe carriies the majjor loads andd iis

the main structural member for determining thhe bdi bending stiffness andd strengthh off the car. iff h

torsiontotorsionto SSS representation of a saloon car in

Front axle is assumed toFront axle is assumed be lighter than rear.

Maximum torqque that can be applied is: Rfz R'rz *tf = *tr 22 22

Rfz and R rz are reaction loads at suspension mounting points R rz can be

obtained.

strtra SSS1 (Strut tower) The ar's ali nment The car's alignment and structural rigidity depends on the strut tower.

Resolving forces: Forces are not balanced . Rfz 12 0 PP + = 2 2

Moment balance Taking moment about the

medialedge RRffzww22 P1= * 2+1) 2(ww

P and P can be determined from P1andP2can bedetermined from the above equations.

As this is a half model , loads on the left strut tower (SSS-1 ) will be lb iidi i equal but opposite in direction

SSS2 (Upper front longitudinal) Load P1 from strut tower is transmitted. Force balance PPPP31=00 31 Moment balance P1 is equal to P3 creates a moment in clockwise direction moment M balances moment M balances

Moment taken wrt rear edgge ' 13l MP= 0

SSS-2 have equal but opposite loads loads.

P3 and M can be found.

SSS3 (Lower front longitudinal) P2 from strut tower is transmitted Force balance: 24 PPP50 +=

Moment balance: Takken wrt rear eddge pl24 P5= (4-)) (llll5

SSS-3 have equal and opposite loads opposite loads.

P4 and P5 can be

found. found.

SSS5 (Floor cross beam) Moment balance: 4(2) f2-Pw Pt w 7 = 0

SSS6 (Longitudinal under boot floor) Force balance: R 'rz P9+ P8= 0 2 Moment balance: R '*l6 rz

SSSSSSP-669 will have equal and

P 9 = will have equal and 2*(l6 + l5) opposite loading

P7, P8 and P9 can be found.

SSS4 (Engine firewall) Moment balance: 5 f2 11 2w=0 Pt wQ(2) hQ SSS-7 (rear floor cross beam ) Moment balance: SSSSSS-88 ((rear flfloor cross bbeam )) 9r12 hQw=0 PtQ3

Moment balance: SSS-10 (rear floor cross beam ) rQh 4

Pt 8 Moment balance:1( 3 h2) Qw = 1( 1 Qh h ) 6 = 0 Qw cos a 0

SSS-12 (Roof panel) Moment balance: QlQ 187w=0 SSS-13 (Back-light frame) Moment balance: QhSSSSSS( -14-14h(T(T)runk ttop fframe)) 1( h3) k 8 = 0 Qh Qw cos Moment balance: SSS-15 (rear floor cross beam ) Moment balance: QlQ 179w= 0

1( 5 + l6) 10 Ql Qw = 0

0=0= SSS-16 (Main floor) Moment balance: Q1( L -l5-l3)-Q11w SSS-11 SSS-16 are in complimentary shear SSS9 (side frame) Moment about A: 4(+ + 63 3 53 )() ) ( + 74 3 QLll QLll Pll ' 69ca-Qh h 7 -1 MQl (o+ +

s) ( )

11 equations and 11 unknowns 11 equations and 11 unknowns Qc8o(+6 7 3 ) sQihh 31 cLl l l 8n( ) Q1 . . Q11. Can be solved. -931 ( ) ( )() 0 101 2 111

= Qhh Qhh Qh

Examination of figure reveals: Shear force is applied to all panels Includingg windscreen frame, , backligght frame, trunk frame, rear panel, floor panel and trunk floor panel Should have good shear stiffness Floor panel requires swaging to prevent buckling. Windscreen frame and backlight frame must be constructed with stiff corner must be constructed

with stiff corner joints

This ensures shear is transferred to roof. In other words these frames must not shear. A single poor frame stiffness will result in poor vehicle torsional stiffness in poor vehicle torsional stiffness

Examination of figure reveals: Windscreen frame and backlight frame are stiffened by glass, which acts as shear panelshear panel

Glasses are bonded to frames This ensures glass is retained in frontal imppacts Glass is subjected to shear stress If surrounding frames are less stiff glass may crack Rear panel and

trunk top frame are subjected to shear. These 2 components are not very good SSSs due to large discontinuity good SSSs due to large discontinuity caused by trunk lid.

Overcome by high sill or lift over This makes poor access for loading luggage

Examination of figure reveals: Side rear panels which houses rear lights are made wide like the sides of the trunk top frame. A better structure will incorporate a panel or cross brace in the plane of rear sear back rear sear back.

Most of the modern car do not have this as customers

prefer folding seats.

Computational methods Computational methods

Structural analysis is now fundamental in vehicle design process vehicle design process

Finite element method (FEM) is a promising tool in structural analysis Vehicle structures are divided into small elementselements

Finite elements deforms while in SSS structures are assumed to be rigid

Static and/or dynamic equilibrium equations along with material constitutive equations along with material constitutive equations are solved using linear algebra

Complexity of FEM increased as detail of vehicle model increases Beam elements represent sills window

Floor, roof, bulkheads can be modeled by equivalent beams that have stiffness equivalent to shear panelsequivalent to

shear panels Beam elements represent sills, window pillars, engine rails and floor cross beams

Computational methods Computational methods

Recent models use plateandd shll hell ellements to accurately represent sheetmetal components Nb fld d Number of loads and number of elements results in a very large data set. Long model preparation Long model preparationtime and long computersolving time

Initial loading to FEM

can beInitial loading to FEM can be derived using rigid bodymethods like SSS.