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3 Automotive Chassis Design v2
3 Automotive Chassis Design v2
Chassis*design
*pronounced:chase singular chasez plural
Introduction
Loadsduetonormalrunningconditions:
Vehicletransverseonunevenground. Manoeuverp performedby ydriver.
Fivebasicloadcases:
Bendingcase Torsioncase Combinedbending gandtorsion Lateralloading Foreandaftloading g
Bending
Occupants
Payload Fueltank
Duetoloadingin vertical(XZ)plane. Duetoweightof componentsalong thevehicleframe. Staticconditionvehicle structurecanbetreated as2Dbeam. Unsprung mass
Engine
Wheels/ b ki braking
Suspension
Bendingmoment/Shearforcediagramofatypical passengervehicle hi l
Bending
Dynamicloading:
Inertiaofthestructurecontributesintotalloading Alwayshigherthanstaticloading Roadvehicles:2.5to3timesstaticloads Offroadvehicles:4timesstaticloads
m g
Example: E l
Staticloads
Vehicleatrest. Movingataconstantvelocityonaevenroad. Canbesolvedusingstaticequilibriumbalance. Resultsinsetofalgebraicequations.
Dynamicloads
V Vehicle hi l moving i onabumpy b road devenat tconstant t tvelocity. l it Canbesolvedusingdynamicequilibriumbalance. Generallyresultsindifferentialequations.
m g
m a
Torsion
Whenvehicletraverseonan unevenroad. d Frontandrearaxles experiencesamoment. Puresimpletorsion:
Torqueisappliedtooneaxle andreactedbyotheraxle. Frontaxle:anticlockwise torque(frontview) Rearaxle:balanceswith clockwisetorque Resultsinatorsionmoment aboutx axis.
Rearaxle l
Frontaxle
Torsion
Rearaxle l
Frontaxle
Combinedbendingandtorsion
Bendingandtorsionalloadsaresuper imposed.
Loadingsareassumedtobelinear
Onewheelofthelightlyloadedaxleisraised onabumpresultintheotherwheelgooff ground. Allloadsoflighteraxleisappliedtoone wheel. Duetonatureofresultingloads,loading symmetrywrt xzplaneislost. RR canbedeterminedfrommoment balance balance. RRstabilizesthestructurebyincreasingthe reactionforceonthesidewherethewheelis offground. Themarked
Sideisoffground Sidetakesallloadoffrontaxle Sidesreactionforceincreases Sidesreactionforcedecreases
Bending g
Torsion
tobalancethemoment.
Combinedbendingandtorsion
Lateralloading
Lateralloading
Foramoderncart=1.45mandh =0.51 0 51m. m Criticallateralacceleration=1.42 g ysideforceslimitlateral Inreality accelerationislimitedwithin0.75 g. Kerb bumpingcauseshighloads andresultsinrollover. rollover Widthofcarandreinforcements providessufficientbending stiffnesstowithstandlateral forces. forces Lateralshockloadsassumedto betwicethestaticverticalloads onwheels.
Longitudinalloading
Whenvehicleacceleratesand d l t i decelerates inertia ti f forceswere generated. Acceleration Weight transferredfromfronttoback back.
Reactionforceonfrontwheelis givenby(takingmomentabt RR)
Longitudinalloading
Limiting gtractiveand brakingforcesare decidedbycoefficient offrictionb/wtiresand roadsurfaces Tractive andbraking forcesaddsbending throughsuspension. Inertiaforcesadds additionalbending.
Asymmetricloading
Resultswhenonewheelstrikesa raisedobjectsordropsintoapit. Resolvedasverticalandhorizontalloads. Magnitudeofforcedependson
Speedofvehicle Suspensionstiffness Wheelmass Bodymass
Raised object`
Appliedloadisashockwave
Which h hh hasveryless l timed duration Hencethereisnochangeinvehiclespeed Actsthroughthecenterofthewheel.
Asymmetricloading
Resolvedverticalforcecauses:
Additionalaxleload VerticalinertialoadthroughCG Torsionmoment
Allowablestress
Vehiclestructureisnotfully yrigid g Internalresistanceorstressisinducedtobalance externalforces Stressshouldbekepttoacceptablelimits
StressduetostaticloadXdynamicfactoryieldstress
Shouldnotexceed67%ofyieldstress. stress
Bendingstiffness
Importantinstructuralstiffness Sometimesstiffnessismoreimportantthan strength Determinedbyacceptablelimitsofdeflection ofthesideframedoormechanisms.
Excessivedeflectionwillnotshutdoorproperly
Localstiffnessoffloorisimportant
Stiffenedbyswagespressedintopanels Secondmomentofareashouldbeincreased
Bendingstiffness
Thinpanelsseparatedbyhoneycomb structurereducedvibration Localstiffnesshastobeincreasedat:
Door Bonnet B Suspensionattachpoints Seatingmountingpoints Achievedbyreinforcementplatesandbrackets.
Torsionalstiffness
Allowabletorsionforamediumsizedcar:8000to10000N m/deg / Measuredoverthewheelbase Whentorsionstiffnessislow:
Structuremove upanddown and/orwhip Whenparkedonunevengrounddoorsfailtoclose Doorsfailtoclosewhilejackingifjackpointsareatacorner
Chassistypes Ladderframes
Usedbyearlymotorcars Earlycarsbodyframedidnot contributemuchforvehicle structure.
Mostlymadeofwood whichhaslow stiffness Cross beam
Siderails
Stillusedinlightcommercial vehicleslikepickup.
Chassistypes Ladderframes
Siderailsfrequentlyhaveopen channelsection Openorclosedsectioncrossbeams Goodbendingstrengthandstiffness Flangescontributelargearea momentofinertia. Flangescarryhighstresslevels O Open section i :easyaccessf forfi fixing i bracketsandcomponents Shearcenterisoffsetfromtheweb Localtwistingofsideframeis avoided Loadfromvehicleisappliedonweb
Avoidsholesinhighlystressesflanges
Verylowtorsionalstiffness.
Chassistypes Ladderframes
Clockwisesideframebending
Torsionincrossmemberis reacted dby b bending b d of fside d frames Bendingincrossframesare reacted t dby b t torsion i of fside id frames Allmembersareloadedin torsion Opensectionsarereplaced byclosedsectionsto improvetorsionalstiffness
Strengthofjointsbecomescritical Maxbendingoccursatjoints Attachmentofbracketsbecomes morecomplex l
Anticlockwisecrossframetorsion
Chassistypes cruciformframes
Cancarrytorsionalloads,no elementsoftheframeis subjectedtotorsionalmoment. Madeoftwostraightbeams Haveonlybendingloads Hasgoodtorsionalstiffnesswhen jointincenterissatisfactorily designed Maxbendingmomentoccursin joint. Combiningladderandcruciform frameprovidesgoodbendingand goodtorsionalstiffness Crossbeamsatfrontandbackat suspensionpointsareusedto carrylateralloads
Transverse beam
Chassistypes Spaceframes
Inallframestillnowlengthinone dimensionisverylesscompared tothe h other h twodi dimensions i Increasingdepthincreases bendingstrength Usedinracecars Allplanesarefullytriangulated Beamelementscarry yeither tensionorcompressiveloads. Ringframesdependsonbending ofelements
Windscreen,backlight Enginecompartment,doors Lowershearstiffness
Chassistypes Integralstructures
Moderncarsaremassproduced Sh tsteel Sheet t lpressings i and dspot twelds ld usedtoformanintegralstructure Componentshavestructuraland otherfunctions Sid frames Side f +depth d h+roof fgives i good d bendingandtorsionalstiffness Geometricallyverycomplicated StressdistributionbyFEMonly Stressdistributionisfunctionof appliedloadsandrelativestiffness betweencomponents Advantages:
P2w
Rf * tf = 0 2
R'r * tr = 0 2
SS3(Rearcrossbeam)
P3w
ConsiderSSS4(frontpanel)
Q 6 h 2 Q1w = 0
ConsiderSSS5(reardoorframe)
Q 6 h1 Q 3 w = 0
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
ConsiderSSS10(Roof)
Q 6l 5 Q 4 w = 0
SixunknownsQ1 toQ6 SubstituteQ2,Q3 andQ4 intheeqn ofSSS6 Q6 canbe b obtained bt i dand d hencerestofthe unknownscanbederived
Passengercar
Morecomplexthanboxtypevan Detailedmodelvaryaccordingtomechanical components
Frontsuspensionsloadsappliedtofrontwingas forstrutsuspension Rearsuspension(trailingarmortwistbeam)loads toinnerlongitudinalmemberunderthebootfloor SSSsvarieswithbodytypes
VehiclestructuresrepresentedbySSS
Busorboxtypevehicle
Van
P Passenger car
SSS andNotSSS
Structuresthatarestructuralsurfaces
ImagefromJ.C.Brown,2002
ImagefromJ.C.Brown,2002
Halfsaloonmodel
Limitedto5Loads
F1z=(radiator,bumper,battery)/2 F2z 2 =(engine)/2 F3z=onefrontpassengerandseat F4z=onerearpassenger,seat, t and dhalf h lffuel f ltank t k F5z=(luggage)/2
1UDL(body (b weight) h)
Process
Calculate Ca cu atereactions eact o satfront o ta and drear ea a axles es (takingmomentsandverticalforceequilibrium)
Rzf/ /2 Rrz/2
HalfSalooncarmodel Bending
Figure
SSS1
Moments
K1 =Rfz*w1/( /(2*(w ( 1+w2))
Figure
Moments
K1l3 u*((l1+l3)2/2)M=0
Figure
SSS3
Lowerfrontlongitudinal ResolvingForces
F1z +F2z +K5 K2 K4 =0
Figure
SSS4
enginefirewall ResolvingForcesandby symmetry y y
K5 K6 =0
Figure
SSS5
FloorCrossbeam(Front) Resolvingforcesandbysymmetry
K7K4F3z =0
Figure
SSS6
Figure
SSS7
Floorcrossbeam(rear) Resolvingforcesandbysymmetry
K9K11F4z =0
Figure
SSS8
RearPanel Resolvingforcesandby symmetry y y
K10K8 =0
Figure
SSS9
Righthandsideframe Resolvingforces
K6 K7 +K11 +K10 u*(L+l6 l3)=0
MomentsaboutA
K10*(L+l6 l3)+K11*(L l3 l5)K7*(l4 l3)u*(L+l6 l3)2/2=0
Conclusion
SSSs1to9aresubjecttoloads Therearboottopframe,rearscreen,roof, windscreen floorpanelandbootfloorhave windscreen, noloadsappliedtothem The Th side id frame f carries i the h major j loads l d and dis i themainstructuralmember fordetermining the h bending b di stiffness iff and dstrength h of fthe h car.
SSSrepresentationofasalooncarin torsion
Frontaxleisassumedto belighterthanrear. Maximumtorque q that canbeappliedis: Rfz andRrz arereaction loadsatsuspension mountingpoints Rrz canbeobtained.
Rfz R ' rz * tf = * tr 2 2
SSS1(Struttower)
Thecar's ar'sali alignment nmentandstructural str t ral rigiditydependsonthestruttower.
Resolvingforces:
Forcesarenotbalanced.
Momentbalance
Rfz P1+P2 =0 2
Takingmomentaboutthemedial edge
P1 =
Rfz f w2 * 2 (w2 +w 1)
SSS2(Upperfrontlongitudinal)
LoadP1 fromstruttoweristransmitted.
Forcebalance
P3 P1 = 0 Momentbalance
P1 isequaltoP3 createsamomentin clockwisedirection momentM M balances Momenttakenwrt rear edge g
M'Pl 1 3 =0
SSS3(Lowerfrontlongitudinal)
P2 fromstruttoweristransmitted
Forcebalance:
P2 +P4 P5 =0 Momentbalance:
Taken k wrt rearedge d
SSS5(Floorcross beam)
Momentbalance:
SSS6(Longitudinalunderbootfloor)
Forcebalance:
R ' rz P9 + P8 =0 2 Momentbalance:
R ' rz * l 6 P6 9 = SSS 6 willhaveequaland 2 * (l 6 + l 5) oppositeloading P7,P8 andP9 canbefound.
SSS4(Enginefirewall)
Momentbalance:
SSS7(rearfloorcrossbeam)
Momentbalance:
SSS10(rearfloorcrossbeam)
8 tMoment P r Q 1 (balance: h 3 h 2) Q 4 w = 0
Q 1( h h 1) Q 6w = 0 cos
SSS12(Roofpanel)
Momentbalance:
SSS13(Backlightframe)
Momentbalance:
Ql 1 8 Q 7w= 0
SSS15(rearfloorcrossbeam)
Moment balance: Ql 1 7 Qw 9 =0
Q 1( l 5
l 6) Q
10
w = 0
SSS16(Mainfloor)
Momentbalance:
complimentaryshear SSS9(sideframe)
MomentaboutA:
Q4(L+l6 l3) +Q3(Ll5 l3) +P7(l4 l3) +M'+Q6(l9cos) Q7(hh1) 11equationsand11unknowns Qcoc 8 Q.. (L+l6 l7 l3) Q8sin(h3 h1) 1 Q11.Canbesolved. Q9(h3 h1) Q10(h1h2) Q11(h1) =0
Examinationoffigurereveals:
Shearforceisappliedtoallpanels Including gwindscreenframe, ,backlight g frame,trunkframe,rearpanel,floor panelandtrunkfloorpanel Shouldhavegoodshearstiffness Floorpanelrequiresswagingto preventbuckling. Windscreenframeandbacklightframe mustbeconstructedwithstiffcorner joints Thisensuresshearistransferredto roof. Inotherwordstheseframesmustnot shear. Asinglepoorframestiffnesswillresult inpoorvehicletorsional stiffness
Examinationoffigurereveals:
Windscreenframeandbacklightframe arestiffenedbyglass,whichactsas shearpanel Glassesarebondedtoframes Thisensuresglassisretainedinfrontal impacts p Glassissubjectedtoshearstress Ifsurroundingframesarelessstiff glassmaycrack Rearpanelandtrunktopframeare subjectedtoshear. These2componentsarenotvery goodSSSsduetolargediscontinuity causedbytrunklid. Overcomebyhighsillorliftover Thismakespooraccessforloading luggage
Examinationoffigurereveals:
Siderearpanelswhichhousesrear lightsaremadewidelikethesidesof thetrunktopframe. Abetterstructurewillincorporatea panelorcrossbraceintheplaneof rearsearback. back Mostofthemoderncardonothave thisascustomerspreferfoldingseats.
Computationalmethods
Structuralanalysisisnowfundamentalin vehicledesignprocess Finiteelementmethod(FEM)isa promisingtoolinstructuralanalysis Vehiclestructuresaredividedintosmall elements FiniteelementsdeformswhileinSSS structuresareassumedtoberigid Staticand/ordynamicequilibrium equationsalongwithmaterialconstitutive equationsaresolvedusinglinearalgebra ComplexityofFEMincreasedasdetailof vehiclemodelincreases Beamelementsrepresentsills sills,window pillars,enginerailsandfloorcrossbeams Floor,roof,bulkheadscanbemodeledby equivalentbeamsthathavestiffness equivalenttoshearpanels
Computationalmethods
Recentmodelsuseplate and dshell h llelements l to accuratelyrepresentsheet metalcomponents Number N b of floads l d and d numberofelementsresults inaverylargedataset. Longmodelpreparation timeandlongcomputer solvingtime InitialloadingtoFEMcanbe derivedusingrigidbody methodslikeSSS.