Browse Topic: Crossmembers
The integration of Advanced Driver Assistance Systems (ADAS) into modern vehicles necessitates innovative solutions for interior packaging that balance out safety, performance, and ergonomic considerations. This paper introduces an inverted U-shaped steel tube cross car beam (CCB) as a superior alternative to traditional straight tube designs, tailored for premium vehicle instrument panels. The U-shaped geometry overcomes the limitations of straight tube beams by creating additional packaging space for components such as AR-HUDs, steering columns, HVAC systems, and electronic control units (ECUs). This geometry supports efficient crunch packaging while accommodating ergonomic requirements like H-point, eyeball trajectory, and cockpit depth for optimal ADAS component placement. The vertical alignment of the steering column within the U-shaped design further enhances space utilization and structural integrity. This study demonstrates that the inverted U-shaped CCB is a transformative solution for ADAS packaging, providing superior durability, crash performance, and knee injury mitigation compared to traditional straight tube designs. By addressing challenges such as crunch packaging, structural stiffness, and manufacturing efficiency, the U-shaped beam sets a new standard for global automotive platforms. The findings underscore its potential to revolutionize vehicle interiors, enabling advanced technology integration while maintaining safety and efficiency.
In automotive product development, design and development of the chassis plays an important role since all the internal and external loads pass through the vehicle chassis. Durability, NVH, Dynamics as well as overall vehicle performance is dependent on the chassis structure. Even though passenger vehicle chassis has a ladder frame or a monocoque construction, small commercial vehicle chassis is a hybrid chassis with the cabin welded to the ladder frame. As mileage is critical for sale of SCVs, making a light-weight chassis is also important. This creates a trade-off between the performance and weight which needs to be optimized. In this study, a parametric beam model of the ladder frame & the cabin of the vehicle is created in COMSOL Multiphysics. The structure has been parameterized into the long member & crossmember geometry & sections. The model calculates the first 12 natural frequencies, global stiffness, and weight. It has been validated and further used for optimization study for the above-mentioned trade-off. The results give direction on critical crossmembers where the cross-sections should not be compromised and give a direction which crossmembers will be able to take the defined loads with a decrease in sectional property. Similarly, for long members it identifies critical load carrying zones and gives a scope of optimizing the cross-sectional properties. The study aids the design engineer in the development of the chassis. This method of beam modelling and subsequent optimization enhances the chassis performance which in turn also improves the overall vehicle performance.
To stave off competition in the light-truck segment, Ford has improved upon its perennial best-seller by giving it a stiffer fully boxed frame, a unique rear suspension design, a more powerful 5.4L V8, and a variety of interior refinements. A pickup truck that combines toughness, capability, and dependability with a level of refinement not seen before in the segment was the goal of Chief Program Engineer Frank Davis while working on the redesigned 2004 Ford F-150. Davis and his engineering team accomplished all aspects of that goal largely through a new chassis design. Improvements in ride, handling, and quietness are due in part to a solid fully boxed frame with hydroformed front rails. Hydroforming was used for the sections of the front rails that bear the loads of the front suspension, which is “probably the most critical portion of the frame” for providing a consistent riding experience, said Jim Baumbick, Manager of Truck Vehicle Integration for Ford.
Redesigned for the first time since its 1997 launch, the full-size SUV not only looks different from the original version, it feels different, too. In redesigning the Navigator, Lincoln wanted both the steering and handling capabilities of the BMW X5 and the ride quality of the Lexus LX470. The design team knew it couldn't have both, so it split the difference, according to Navigator Chief Engineer Eric Loeffler. The result is “good balance for a luxury product,” he said. Generally, Loeffler explained, a vehicle offering good ride characteristics gives away steering precision and road-holding capability. Deploying a new four-wheel independent suspension, rack-and-pinion steering, and a new frame allowed the development team to improve Navigator performance in both areas-and the improvements are noticeable “within the first 50 meters of driving,” he said.
Highlights of the GMT360 family are a new inline six-cylinder engine, chassis, and electrical system. “Virtually every system-powertrain, frame, electronics, suspension, and more-includes new technologies specifically targeted at the priorities of SUV customers,” said Ted Robertson, Chief Engineer, GM Midsize Trucks, speaking about GM's new midsize SUVs-the Oldsmobile Bravada, GMC Envoy, and Chevrolet TrailBlazer. “We designed these trucks to achieve outstanding performance across the wide spectrum of expectations a world-class SUV must meet, without compromises.” Innovations and new technologies on GM's GMT360 family of SUVs include an inline six-cylinder engine producing a V8- like 201 kW (270 hp) from 4.2 L. The chassis employs the industry's first fully hydroformed frame rails in conjunction with independent front and multilink rear suspensions. The electrical system uses distributed computing to enable many segment-leading features such as next-generation OnStar. In addition, rain-sensing wipers automatically adjust to the level of precipitation, and the uplevel Bose audio system features AudioPilot, which senses the characteristics of noise inside the vehicle and adjusts the sound output to maintain optimum audio quality.
This paper describes the design cycle of the permanent mold A356-T6 cast aluminum front and rear suspension crossmembers of the Fifth Generation Corvette. The cycle starts with the definition of requirements followed by concept development and mainstream selection. A design/analysis loop is undertaken to optimize the design before the construction of prototypes. The prototype crossmembers are then tested in the laboratory and in product assurance vehicles. The empirical data is fed back into the design loop to ensure that the final production release of the crossmembers meets the Corvette's performance objectives. The program business case, engineering specifications, and manufacturing processes all contribute requirements that must be satisfied by the design of these components. The most challenging design requirement was to design crossmembers with the least possible mass and the highest possible stiffness.
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