Vehicle

Body

The car body is the vehicle part engineered in order to accommodate and to protect
passengers or occupants and their luggage from exterior inconvenience (unfavorable
climate, noise, etc.).

In the case of unitized body or unibody it is definitely important to define which are
the acting loads and, as consequence, its structural specifications. The unibody must:

1. Withstand the external loads, mainly road surface discontinuities and air
resistance, and internal loads due to mechanical components linked to the body
itself and necessary for proper vehicle operations (engine, gearbox, fuel tank, etc.).

2. Withstand the above-mentioned loads, with elastic but limited structure
deformations: controlled rigidity.

3. Protect occupants in case of crash, of predetermined intensity, against other
vehicles or external obstacles.

Body-structure is the structural part of the body, mainly steel box-type sections and
pillars, capable to contribute to the final mechanical resistance.

Body shell is the structural panelwork, mainly steel panels, capable to contribute to
the final mechanical resistance. Its configuration is the so-called structural
panelwork. This component is the one capable to assure the load accommodation.

Body frame is a structural lower part of the body (underbody), which connects the
body with the main mechanical components. The proper engineering of body
structure + body shell + body frame allows to obtain the unibody configuration.

Movable parts are steel components, which can be removed without destroying
welded joints, connected to the body with hinges; i.e.: doors, engine hood, luggage
trunk etc. In their closed position, they contribute to the final mechanical resistance.

Aesthetic parts of the body are mostly minor components now usually made with
plastic materials (i.e.: aesthetic profiles and spoilers). As aesthetic function, the shape
of the steel panels is, for sure, important.

Body finishing components are all body components not having a structural
function, but mainly offering aesthetic or comfort functions (i.e.: exterior/interior
trims, seats, upholstery, door interior panels, mirrors).

Accessories are devices capable to provide a specific function such as door locks,
lateral window operation, air conditioning, etc.

Forces acting on car

The road surface induces, on the body, random and asymmetrical loads because each
wheel will be forced to overcome obstacles having different distributions and
geometrical profiles in different moments.

The road profile determines, for each wheel, a specific position and, as a consequence,
a specific load acting on the body, which is the result of suspension spring flexibility.
The result of these load application will determine a torsional stress to the body. In
addition, the body is loaded by internal masses.










For the above-mentioned reasons, torsional and bending stiffness must be as high as
possible.

In addition, the body stiffness is linked to the resonance frequencies. This latest
parameter is strictly correlated to the facility in which the body transmits, as interior
noises into the passenger compartment, the mechanical energy induced by
mechanical parts (engine and suspensions).

During the vehicle Type Approval the manufacturer must declare: the maximum
loaded weight, the weight in running order (with all fluids filled up: curb weight) and
the number of seats. Moreover, the maximum weight on each axis must be declared.

The weight distribution, on each axis, varies according to the load. Payload (number
of passengers) increase determines a higher share for the rear axle.

1. It is necessary to consider that the vehicle can rest on only three wheels (a wheel is
placed on a high kerb for example). In this case all the axis load is transferred to a
single wheel.

2. It is also necessary to consider the centrifugal forces applied in the vehicle center
of gravity which can reach a value up to 100% of suspended mass (sprung weight).

3. Similarly dynamic forces must be considered when a road bump is encountered.
For example when the wheel overtakes a bump, 100 mm high at 50 kph, the static
load, on that wheel, is increased five times.

Body Stiffness
Test rig
Torsional and bending stiffness is determined with mathematical models and with
experimental verification using a suitable structure like the one depicted below.

This structure is capable to apply known loads to the body, in the same points in
which the suspensions are connected, and in the center of gravity. For the bending
rigidity determination, the body is loaded with the same loads applied at the extreme
points of the same axis and is constrained in the center of gravity.


Bending stiffness

This deformation is the ratio between the load F applied to the center of
gravity and the vertical deformation f measured in the same point

KB = F/f.
It is expressed in N/mm.

The difference between the bare body and the same, with movable parts fitted, is
significant.

Note the difference between 3 and 5 door versions, which quantifies the contribution
of the rear part of the body side not affected by the rear two door openings. Similarly
the difference between sedan and station wagon is there; the sedan body is less
affected by the necessity to provide free space for luggage compartment as in the
case of the station wagon.

Torsional stiffness
It is the ratio between the torque T and the rotational angle of the section in which
the load is applied as reference with the constrained section

KT = T/
It is expressed in Nm/rad.

The difference of two values for the same type is due to the contribution of
windshield and rear window, stuck with structural adhesive to their sub frames.

Other differences are the ones related to the different vehicle body shape. The best
values are the ones related to sedans having the rear seat back fixed (not foldable). In
this case it is important the torsional resistance contribution of the separation panel
between passenger and luggage compartment and the contribution of the cross
member below the rear window.

The Unibody

In a vehicle fitted with the bearing chassis (1940-1960) a specific element is there to
provide proper support and position to all mechanical components. This chassis can
be disassembled from the rest of vehicle body. This solution is still widely used for
the majority of light and heavy-duty commercial vehicles.

This kind of frame is not sufficient to satisfy all structural functions. Starting from the
40s, chassis and body started to be connected together with
effective capable significant or/and rubber mounts).

The unibody is a shell of steel box-type sections and pillars welded together which
provides the structural functions thanks to the resulting reticular structure.

The light grey identifies steel panels. Windscreen and external panels usually
contribute to the structural function. The body structure is an unique component and
no one of its parts can be mechanically disassembled.

The various structural components, belonging to the body, are connected each other
through welding.

Thin steel panels, welded together, form hollow structures capable to provide a
remarkable good structural behavior. Their effectiveness is due to their closed cross
section, which offers a very good resistance both to bending and especially torsional
loads.

The tradition has transferred, also in the case of the unibody structure, the definition
of body frame. In this case this assembly is a semi- finished assembly, which includes
floors, with related cross-members, front rear longitudinal members and struts.

Also in this case, many bodies can share one body frame. In this case the bearing
chassis designation is not correct, because, in order to reach the bearing capability of
the unibody, pillars and roof cross members are of crucial importance.

The project of a body frame has, normally, longer lifespan than that of other parts
more finalized to provide an aesthetic function. Very often cars of subsequent
generations rely on a common body frame.






The picture shows an example
of a Body Frame. Its torsional
stiffness amounts to no more
than 20% of the total stiffness.
Using different wheelbase and
overhang different final body
shape can be defined.


Key sub-groups of body frame are central and rear floor;
this separation allows to produce, along the same
production line, bodies having different wheelbase or
having different geometrical rear overhang, for example 2
volumes, 3 volumes and station wagon.


The central floor consists of the following parts:

1. two lateral floor parts are connected to a central part
forming the tunnel. This has a stiffening function in
addition to containing and protecting the exhaust pipe
from collisions with the ground.

2. two cross-members are joined to the central part to
form the central crosspiece. These parts form a solid
structural assembly, capable of supporting the seats and
absorbing side collisions.

The front strut (rail) plays the structural function of
supporting the front suspension, and a part of the
powertrain group. In addition it cooperates, with its
deformation, to dissipate a significant part of kinetic
energy in case of a high velocity frontal impact. The proper
front strut deformation assures a limited deformation of
the passenger compartment.

This front strut counts 11 different elements; with the
front junction they form a fundamental part of the
structural front element. On this element are welded a
reinforcement structure and two brackets, which
represent the connection area for the cross member and
longitudinal rails.


The rear side member is a relatively complicated
part because, in order to form a closed section,
must be well connected to the wheelhouse. The
functions it performs include supporting the rear
suspension anchoring points (a torque axle in
this case). It is an expendable part capable to
absorb the energy in the event of a rear collision.


The dashboard or firewall has the aim to separate the engine
from the passenger compartment.




The complete body frame is
obtained by assembling the
following subassemblies:
front frame, floor, right/left
side members, rear panel,
headlight crossbar. The sub-
assemblies are loaded into a
positioning fixture either by
hand or mechanically.

The sub-assemblies are loaded into a positioning fixture either by hand or
mechanically. The body frame is completed on an automated robot welding pallet
line.

Spot Welding
Resistance spot welding (RSW) is a process in which contacting metal surfaces are
joined by the heat obtained from resistance to electric current. Work-pieces are held
together under pressure exerted by electrodes.

The most common application of spot welding is in the automobile manufacturing
industry, where it is used almost universally to weld the sheet metal to form a
unibody.

Resistance spot welding (RSW) is a process in which contacting metal surfaces are
joined by the heat obtained from resistance to electric current. Work-pieces are held
together under pressure exerted by electrodes.

Sides
Sides normally consist of a
single, external part and
various internal parts
forming the boxed structure
of the three pillars. The inner
wall of the lower part of the
front pillar and the extended
side member are already
included in the body frame.


Roof
Roof consists of a closing panel, which
contributes also to forming the upper
side member boxed structure (not shown
in the figure). The windscreen ring (four
parts) is the structural frame of the
windscreen and joins the body frame to
the two sides and the roof.



Windscreen
The windscreen is glued to the body (this
solution is now universally accepted) and
provides a substantial structural
contribution to body stiffness.





Body-in-white
A complete body-in-white (scocca lastrata). The
term body-in-white is related to the production
process and includes all the operations related
to positioning and welding pressed parts and
subassemblies.


Moveable parts
Moveable parts front and rear doors,
fenders, bonnet and tailgate. Some of
them are simple parts, such as the
mudguard bolted or welded to the body.



Doors
Doors are more complex. There is an internal part (frame) and an external one (skin),
the latter being glued to the frame instead of being welded, to prevent aesthetic
problems.

The front door frame has a wide
opening, to reduce the
structural weight and to make it
possible to fit the many internal
components, such as: locks and
commands, window winders,
power windows, speakers, etc.
The internal parts are additional
lower reinforcements of the
window frame: they are needed
to secure the hinges and the side
intrusion bar for protecting
occupants from side crashes.
The window seals are normally
added only after painting.



Doors are connected by means of hinges:
bolted to the body and to the mobile
part or
welded to the two parts or
fastened with a combination of the
two
The welded solution is preferable
because it does not need further
adjustments.