Automotive chassis
Chapter 1
Automotive chassis
The term 'Chassis,' of French origin, initially referred to the frame or primary structure of a
vehicle. Today, it signifies the entire vehicle, excluding the body, for heavy vehicles with
distinct bodies. The chassis serves as the vehicle's foundational element, housing essential
components responsible for propulsion, steering, braking, and ensuring a smooth ride, even on
uneven terrains. Often referred to as the 'carrying unit,' it serves as the platform for mounting
all vehicle components, including the body.
Fig. 1 Automotive chassis
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 1
Automotive chassis
Function of chassis
1. To support the body weight and loads acting on vehicle
2. To support the accessories of vehicle
3. To support the power system and control system
4. To provide space for the passengers
5. To get the perfect aerodynamic design to avoid drag
6. To integrate the whole parts of the vehicle
Types of Chassis based on the frame
The various types of chassis in automobiles according to the fitting of engine:
Ladder Frame :
The ladder frame chassis is characterised by its ladder-like appearance and is particularly suited
as a foundation for mounting car engines and various components. Typically constructed from
symmetrical steel beams, it features reinforced sections with additional joints and cross
members. This type of chassis is commonly employed in SUVs due to its robustness and load-
bearing capacity.
Fig. 2 Ladder Frame
Monocoque Frame
The monocoque chassis seamlessly integrates with the car's body, incorporating the
outer body to safeguard the cabin from collisions. Constructed from reinforced
composite steel, the chassis serves as the structural framework for the vehicle's body.
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 2
Automotive chassis
The primary requirement for this chassis material is strength to support the vehicle's
weight effectively.
Fig. 3 Monocoque Frame
Backbone Chassis:
The backbone chassis resembles a single central skeleton that runs through the car,
connecting its front and rear ends. Sometimes referred to as a single chassis, it does have
a few drawbacks, notably its relatively higher cost.
Fig. 4 Backbone chassis
Tubular Space Frame:
The tubular space frame chassis consists of steel pipes that shape the car directly
according to the desired design. The strength of this chassis depends on the quality of the
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 3
Automotive chassis
welded joints. Known for its durability, it is a popular choice in racing cars due to its
reliability.
Fig. 5 Tubular Space Frame
Based on Engine Location: ( Types of Chassis )
1. Conventional Chassis
In this type of chassis engine is fitted in front of driver cabin making the driver sit quiet far
from the front axle. Due to this driver is unable to see the road just in front of tyres. The portion
of the chassis where engine is fitted can’t be utilized for carrying passengers or goods.
Fig. 6 Conventional Chassis
2. Semi Forward Chassis
Here engine is fitted in such a way that half of it is in driver’s cabin and remaining half is in
front of drivers’ cabin. This portion of chassis where engine is fitted inside drivers’ cabin can
be utilized.
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 4
Automotive chassis
Fig. 7 Semi Forward Chassis
3. Full forward Chassis
Here complete engine is mounted inside the driver’s cabin and driver sits just above the front
wheels and is able to see the road just in front of the tyres completely.
Fig. 8 Full forward Chassis
4. Centre Engine Chassis
It is also known as mid-engine chassis. In this engine is mounted between front
wheels and rear wheels. Since the weight of the cars shifts under the acceleration this
arrangement further improves wheel grip and curved body can be designed with greater
aerodynamic efficiency.
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Automotive chassis
Fig. 9 Centre engine chassis
5. Rear Engine Chassis
Here engine’s Centre of gravity is behind the rear wheels. This is mostly seen in low floor buses
wheels remaining space can be used for passengers and luggage.
Fig. 10 Rear engine chassis
Types of Chassis based on Assembly
1. Conventional Chassis
In conventional chassis the longitudinal members or side members are joined by four or five
cross members over which all the body and all the components are installed.
2. Integral Chassis
This is also called as frameless chassis. The body shell and under body are welded into a single
unit which helps in decreasing the overall weight. Due to the elimination of longer frame it is
cheaper. The only disadvantage is its difficulty to repair.
3. Semi Integral Chassis
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 6
Automotive chassis
In the semi integral chassis, the engine is installed on a frame. The remaining portion is
frameless. This is because when the vehicle suffers from any accident then only the front portion
can be repaired.
The loads acting on the chassis frame are as follow
➢ Stationary loads namely the loads of permanent attachment like all the parts of the
chassis, body etc.
➢ Short duration loads while turning, braking etc.
➢ Momentary loads while quick acceleration, sudden braking etc.
➢ Loads applied while crossing roads of irregular and uneven surfaces
➢ Loads caused by sudden accidents, head on collusions etc.
➢ Loads caused by irregular and overloading of vehicle.
There are different types of chassis frame sections
➢ 1. Channel section
➢ 2. Box section
➢ 3. Tubular section
The conventional frame is also known as non-load carrying frame. In this types of frame, the
loads on the vehicle are transferred to the suspension by the frame which is the main skeleton
of the vehicle.
The channel section is used in long members and box section in short members. Tubular
section is used now-a-days is three wheelers, scooters, matadors and pickup vans.
The frames should be strong enough to bear load while sudden brakes and accidents.
Loads on the frame
1. Vertical Bending
2. Longitudinal Torsion
3. Lateral Bending
4. Horizontal Lozenging
Vertical Bending:
If a chassis frame is supported at its ends (such as by the wheel axles) and a weight equivalent
axles) and a weight equivalent to the vehicle’s equipment, passengers and luggage is
concentrated across the middle of its wheel base, the side members will be subjected to vertical
bending making them sag in the centre region.
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Automotive chassis
Fig.11 Vertical bending
Longitudinal Torsion
When front and rear diagonally opposite road-wheels roll over bumps simultaneously, the two
ends of the chassis will be twisted in opposite directions. Both the side and the cross members
with thus be subjected to longitudinal torsion which distorts the chassis.
Fig.12 longitudinal torsion
Lateral Bending
Under certain conditions, the chassis may be exposed to lateral (side) force – possibly due to
camber of the road, side wind, centrifugal force as when turning a corner, or collision with some
object. The adhesion reaction of the road-wheel tyres will oppose these lateral forces, with the
net result that the chassis side-members will be subjected to a bending moment which ends to
bow the chassis in the direction of the force.
Fig. 13 lateral bending
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Automotive chassis
Horizontal Lozenging
A chassis frame driven forward or backwards will continuously be exposed to wheel impact
with road obstacles such as pot-holes, road joint, surface bumps and curbs while other wheels
will be providing the propeller thrust. Under such conditions the rectangular chassis will
distort to a parallelogram shape. This is known as lozenging.
Fig. 14 Horizontal lozenging
Materials used for making Frames
Properties
• Sufficiently high yielded strength and endurance limit.
• Low sensitivity to stress concentrators.
• Good stamping quality in the cold state.
• Weld ability (for riveted frames, this property is of significance when repair jobs are
performed).
• Small content of scarce alloying materials.
Low Carbon Steel 0.18 or .20 percent carbon content High
Carbon Steel 0.25 percent carbon content
Alloy Steel Nickel-Chromium
• All or practically all passenger car frames are made of low-carbon steel.
• The rigidity of a steel part is practically independent of the grade of steel which it is
made.
• The frames are more likely to have insufficient rigidity than insufficient strength since
the rigidity of a steel part is practically independent of the grade of steel of which it is
made.
• High speed vehicles have trouble from front end shake (and sometimes also rear end
shake) than from frame breakage.
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 9
Automotive chassis
Anteneh Wogasso, Assistant Professor, School of aerospace and Automotive engineering 10