Browse Topic: Unitized bodies and monocoque
ABSTRACT In order to defeat under body blast events and improve crew survivability, a monocoque aluminum cab structure has been designed as a drop on solution based on the current M1151A1 (HMMWV) chassis. The structure is comprised of all 5083-H131 Aluminum alloy armor plates with various thicknesses. The structure design consists of the following new features: (1) Robust joining design utilizing interlocking ballistic joints and mechanical interlocking features, (2) unique B-pillar gusset design connects roof & floor with B-pillar & tunnel, and (3) “Double V” underbody shaping design. The TARDEC designed, integrated & built vehicle achieved no crew core body injuries for a vehicle of this weight class and demonstrated meeting the crew survivability objective when subjected to a 2X blast during the live fire underbody blast tests. These efforts help to not only baseline light tactical vehicle capabilities, but also validate the possibility of meeting aggressive blast objectives for
ABSTRACT Since the development of combat vehicles for military use, such as tanks, infantry carriers, gun transports, etc. the main approach has been a monolithic structure that has been described as monocoque. This approach has been the standard–bearer since the inception of modern combat vehicles. Since the end of the Cold War, the world has become a much more “Multi–Polar” world. The U.S. is not locked in a static, monotonic engagement against the Soviet Union and its allies. The nature of the threat has changed. The U.S. Army is looking to make its Combat Vehicle fleet lighter and more adaptable to new technology and changing environments. By doing so the U.S. will be better able to project forces where they are needed. Lighter weight means more flexibility in transportation of equipment to various locations. In addition, the U.S. Army will be better able to deploy forces that have the latest and/or the most desirable protection required for the specific engagement they may
The design of the exterior body shape and structure of a solar-electric sports car which competed in the 2019 Bridgestone World Solar Challenge (BWSC) Cruiser Class is explored. A low-drag and low-lift aerodynamic shape with a coefficient of lift near zero and drag area of 0.16 m2 is developed as a primary focus around the constraints of a solar array, occupant space, and aesthetics. The maximally sized 5 m2 rearward tilted solar array capable of generating an expected event average power of 885 W influences the size and shape of the roof. The space for which two occupants are seated in the vehicle is developed to achieve a reclined occupant position that minimizes the vehicle frontal area. A carbon fiber-reinforced polymer (CFRP) and foam composite sandwich monocoque make up the structure of the vehicle at a mass of 59.53 kg. Factors of practicality and their compromises are also explored
The conceptual design of a full-body composite monocoque chassis has been presented at various student-level racing contests due to its high strength-to-weight ratio and torsional stiffness. However experimental studies to demonstrate the performance of the design are limited. This study aims to find the optimum configuration and number of stacked layers of carbon fiber sandwich panel using finite element analysis (FEA), as well as investigate the mechanical performance of the proposed sandwich configuration by experimentation in order to demonstrate the practical performance of a fully composite monocoque chassis made from the optimized configuration of the sandwich panel. A composite monocoque consisting of five stacked layers of [W45/UD0/W90/UD45/W0/core]symmetry was proposed, where W, UD, and the subscripts indicate woven and unidirectional (UD) carbon fibers and their orientation in the measurement unit of degrees. Three-point bending and perimeter shear tests were conducted on
This document is a road test procedure for comparing the corrosion resistance of both coated and uncoated sheet steels in an undervehicle deicing salt environment
This paper summarises the history of Rochdale Motor Panels and Engineering Ltd. (RMP), established in England after the Second World War, from its origins as a small car-repair business though to the manufacture of sports coupés utilising an innovative glass-fibre monocoque construction. The political climate which caused RMP and similar undertakings to develop and flourish in the 1950s and 60s is explained together with details of the three men who had the defining influence on the cars that were created. Products, including aluminium-bodied cars, produced primarily for racing, are described, leading into the introduction of glass-fibre construction which enabled a profitable transition into higher volume body and chassis manufacture, and ultimately completely assembled cars. Particular attention is paid to the ‘GT’ and ‘Olympic’ models, the former being the highest volume variant produced, and the latter a revolutionary sports car which received critical acclaim when compared with
The Curtin Motorsport Team (CMT) currently utilise a 4130 alloy steel space frame chassis for their entry into the Formula SAE-A competition (FSAE). According to SolidWorks models, the current chassis has a weight of 32kg with a torsional stiffness of 744Nm/degree. Although this is an adequate system proven to be cost effective, relatively easy to manufacture and is torsionally stiff enough for a chassis in FSAE, CMT wish to investigate the feasibility of a carbon fibre monocoque chassis. The main goals of this paper are to benchmark the current space frame chassis design, and investigate feasibility of a carbon fibre monocoque, while reducing the chassis' weight, and increasing its torsional stiffness without increasing manufacture time. Preliminary modelling indicates that a transition to a half monocoque will yield a weight drop of 18kg, and a full monocoque will yield a drop of 23kg. The monocoque can also provide a torsional stiffness of approximately 4000-10000Nm/degree. This
While many composite monocoque and semi-monocoque chassis have been built there is very little open literature on how to design one. This paper considers a variety of issues related to composite monocoque design of an automotive chassis with particular emphasis on designing a Formula SAE or other race car monocoque chassis. The main deformation modes and loads considered are longitudinal torsion, local bending around mounting points, and vertical bending. The paper first considers the design of elements of an isotropic material monocoque that has satisfactory torsional, hardpoint, and vertical bending stiffness. The isotropic analysis is used to gain insight and acquire knowledge about the behavior of shells and monocoque structures when subjected to a vehicle's applied loads. The isotropic modeling is then used to set initial design targets for a full anisotropic composite analysis. The flexibility in composite layout and core design coupled with the superior material properties of
This SAE Standard includes couplings and hitches used in conjunction with all types of nonpassenger carrying trailers whose gross weight does not exceed 10,000 lb. This includes such types as utility, boat, camping, travel and special purpose trailers which are normally towed by the conventional passenger car and light-duty commercial vehicle. This standard is intended primarily for ball-and-socket, ring-and-pintle, and clevis-and-pin types of couplings. It should not be construed as a limitation to these three basic types alone, but should apply to any draft means designed to serve this purpose
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