DIGITAL ASSIGNMENT - 1

NAME: SHAIK NAVEED

REG NO:20BMA0032
SUBJECT: AUTOMOTIVE CHASSIS

Q1)
The effects of bending on a chassis frame are due to weight of the vehicles and
the passengers, which causes vertical bending of the side members. Vertical loads when the
vehicle comes across a bump or hollow, which results in longitudinal torsion due to one
wheel lifted with other wheels at the usual road level. Loads are dynamic in nature. Usually,
the frame keeps the front and back of a car in a straight line, which helps to keep the
steering base even. However, when the frame is bent, the back and front are no longer in
alignment. While we drive down the road and look in the rear view mirror, we may notice
that the back of the car looks crooked. If the frame is slightly bent, we may only notice some
difficulty. However, if the bend is severe enough, we may have to constantly fight to keep
the wheel in position. If the damage is this severe, our vehicle is not safe to drive and needs
to be inspected as soon as possible. Even if we do not experience any difficulty while driving
the car, the bend in the frame could affect your ability to open and close the trunk, hood, or
doors. Since the frame creates the base outline of the car, any damage done to the base can
affect the hinges and locks.
Bending causes to the loading in vertical(X-Z) plane on the chassis frame. Static condition
vehicle structure can be treated as 2-D beam. So the vehicle is approximately in x-y plane. In
unsprung mass components lie below chassis and they do not impose loads in static
condition. In dynamic loading the inertia of structure contributes in total loading and it is
always higher than static loading.in the road vehicles the dynamic loading is 2.5-3 times of
static loading. In the off road vehicles the dynamic loading is 4 times the static loading.
When vehicles traverse on an uneven roads the torsion happens in the
chassis frame. when torsion occurs front axle and rear axle experience a moment. In the
pure simple torsion the torque is applied to one axle and reacted by other axle. In the front
axle the anti clockwise torque occurs and rear axle balances with clockwise torque which
results in a torsion moment about x-axis. But in reality torsion is always accompanied by
bending due to gravity. Maximum torsion moment is based on the loads at the lighter
loaded axle. In generic passenger car rear axle load is smaller than front axle load. The
dynamic factor (which is the ratio of dynamic loading to static loading )on the road is 1.3
and in off road is 1.5 to 1.8
Q2)
A manual transaxle (also known as a manual gearbox; abbreviated as MT and
sometimes called a standard transmission ) is a multi-speed motor vehicle transmission
system, where gear changes require the driver to manually select the gears by operating
a gear stick and clutch. Early automobiles used sliding-mesh manual transmissions with up
to three forward gear ratios. Since the 1950s, constant-mesh manual transmissions have
become increasingly commonplace and the number of forward ratios has increased to 5-
speed and 6-speed manual transmissions for current vehicles.

An aluminium or iron housing containing an arrangement of bearings, synchronizers,

shift forks, gears and shafts. The input shaft receives engine torque from the clutch disc and
the output shaft delivers power to the driving wheels. On front wheel drive cars, the
transmission and differential are combined into a single housing called a transaxle . A manual
transmission requires the driver to operate the gear stick and clutch in order to change
gears (unlike an automatic transmission or semi-automatic transmission, where one
(typically the clutch) or both of these functions are automated). Most manual transmissions
for cars allow the driver to select any gear ratio at any time, for example shifting from 2nd
to 4th gear, or 5th to 3rd gear. However, sequential manual transmissions, which are
commonly used in motorcycles and racing cars, only allow the driver to select the next-
higher or next-lower gear. In a vehicle with a manual transmission, the flywheel is attached
to the engine's crankshaft, therefore rotating at engine speed. A clutch sits between the
flywheel and the transmission input shaft, controlling whether the transmission is
connected to the engine (clutch engaged- the clutch pedal is not being pressed) or not
connected to the engine (clutch disengaged- the clutch pedal is being pressed down). When
the engine is running and the clutch is engaged (i.e., clutch pedal up), the flywheel spins the
clutch plate and hence the transmission.

Contemporary manual transmissions for cars typically use five or six forward gears
ratios and one reverse gear, however, transmissions with between two and seven gears
have been produced at times. Transmissions for trucks and other heavy equipment often
have between eight and twenty-five gears in order to keep the engine speed within the
optimal power band for all typical road speeds. Operating such transmissions often uses the
same pattern of shifter movement with a single or multiple switches to engage the next
sequence of gears. A manual transmission changes the engine’s speed and torque in
relation to the speed and torque of the drive wheels. This keeps the engine’s output
matched as close as possible to varying road speeds and loads.
Q3)
Given: wheel base of a car(b)= 2.45m;
Distance between pivot centres(c)= 1.1m;
Wheel track of a car(a)= 1.2m;
Angle of inside lock(θ)= 30°
From the figure
Cotφ =c/b+cotθ
Cotφ = 1.1/2.45+ √3
Cotφ= 2.181
Φ = 24.63°
Radius of outer front wheel(Rof)= b/sinφ+(a-c/2)
Rof= 2.45/0.41 +(1.2-1.1/2)
Rof = 5.97+0.05
Rof = 6.02m
Radius of outer rear wheel(Ror) = b/tanφ+(a-c/2)
Ror = 2.45/0.45+(1.2-1.1/2)
Ror = 5.44+0.05
Ror = 5.49m
Hence, the minimum turning radius of outer wheels is 5.49m.
Q4)
Given: distance between pivot centres(c)=1.3m
Length of each track(r)=0.18m
Track rod behind the axle CD (d) = 1.15m
θ = 55°
from the figure
sinα = (c-d)/2r
sinα = (1.3-1.15)/2x0.18
sinα = 0.4167
α = 24.62°

Condition for Ackerman’s steering:

Sin(α+θ) + sin(α-θ) = 2sinα
Sin(24.62+55) + sin(24.62-φ) = 2x0.4167
Sin(24.62-φ) = 0.8334 – 0.9836
Sin(24.62-φ) = -0.1502
Φ = 24.62+8.63
Φ = 33.25
For correct steering, cotφ - cotθ = c/b
Cot33.25° - cot55° = 1.3/b
1.52 – 0.70 = 1.3/b
b = 1.3/0.82
b = 1.58m
wheel base of the car is 1.58m.
Q5)
Reverse Elliot is actually a classification of stub axles. The reverse Elliot type
stub axle forms the fork end to receive the front axle beam. The front axle end forms eye,
and the thrust washer place at the bottom of the front axle beam that is at the contact face
with the stub axle.

The cotter pin in the joint that locks the movement of the kingpin in the front axle. The
kingpin is free to move in the phosphor bronze bushes placed in the eye of the fork end. The
thrust washer takes vertical load in the joint and its use to increase the life of both the stub
axle and front axle. Stub axle forms as a yoke and receives the front axle. Thrust washer
placed at the bottom. The kingpin is free to move in the phosphor bronze bushes placed in
the eye of the fork end. The thrust washer takes vertical load in the joint and its use to
increase the life of both the stub axle and front axle. Stub axle forms as a yoke and receives
the front axle. Thrust washer placed at the bottom. The thrust washer takes vertical load in
the joint and its use to increase the life of both the stub axle and front axle. This type has
the opponent arrangement of a standard Elliot stub axle.

The application of reverse Elliot type axle are It is the most commonly used
stub axle design usually found in wishbone type and MacPherson strut type suspensions.
Reverse Elliot is commonly used because the tie rod which is a component used to transfer
the steering motion is easily connected to this type of stub. So as the stub rotates about the
king pin the wheel connected to the other end of the stub also rotates, thus facilitating
turning of wheels.