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A vehicle frame, also historically known as its chassis, is the main supporting structure of a motor vehicle to which all other components are attached, comparable to the skeleton of an organism.
Until the 1930s, virtually every car had a structural frame separate from its body, known as body-on-frame construction. Both mass production of completed vehicles by a manufacturer using this method, epitomized by the Ford Model T, and supply of rolling chassis to for both mass production (as by Fisher Body in the United States) and to smaller firms (such as Hooper) for bespoke bodies and interiors was practiced.
By the 1960s, unibody construction in passenger cars had become common, and the trend towards building unibody passenger cars continued over the ensuing decades.
Nearly all , buses, and most Pickup truck continue to use a separate frame as their chassis.
There are three main designs for these. If the material is folded twice, an open-ended cross-section, either C-shaped or hat-shaped (U-shaped), results. "Boxed" frames contain closed chassis rails, either by welding them up or by using premanufactured metal tubing.
Abandoned for a while, the hat frame regained popularity when companies started welding it to the bottom of unibody cars, effectively creating a boxed frame.
In the 1960s, the boxed frames of conventional American cars were spot-welded in multiple places down the seam; when turned into NASCAR "stock car" racers, the box was continuously welded from end to end for extra strength.
As looks, ride quality, and handling became more important to consumers, new shapes were incorporated into frames. The most visible of these are arches and kick-ups. Instead of running straight over both , arched frames sit lower—roughly level with their axles—and curve up over the axles and then back down on the other side for bumper placement. Kick-ups do the same thing without curving down on the other side and are more common on the front ends.
Another feature are the tapered rails that narrow vertically or horizontally in front of a vehicle's cabin. This is done mainly on trucks to save weight and slightly increase room for the engine since the front of the vehicle does not bear as much load as the back. Design developments include frames that use multiple shapes in the same frame rail. For example, some pickup trucks have a boxed frame in front of the cab, shorter, narrower rails underneath the cab, and regular C-rails under the bed.
On perimeter frames, the areas where the rails connect from front to center and center to rear are weak compared to regular frames, so that section is boxed in, creating what are called "torque boxes".
The X-frame varied in stiffness depending on the gauge and proportion of its cross-section, but could be rigid when heavy enough. It was widely used, as in the exclusive Mercedes-Benz 300 "Adenaeur" limousines, and for some full-sized GM cars of the late 1950s and early 1960s.
A shortcoming was weakness to side-impact, resulting in the addition of side rails (that still allowed a recessed cabin), spurring development of the perimeter frame.
This became the prevalent design for body-on-frame cars in the United States, but not in the rest of the world, until the unibody gained popularity. For example, Hudson introduced this construction on their third generation Commodore models in 1948. This frame type allowed for Model year, and lower cars, introduced in the 1950s to increase sales – without costly structural changes.
The Ford Panther platform, discontinued in 2011, was one of the last perimeter frame passenger car platforms in the United States. The fourth to seventh generation Chevrolet Corvette used a perimeter frame integrated with an internal skeleton that serves as a clamshell.
In addition to a lowered roof, the perimeter frame allows lower seating positions when that is desirable, and offers better safety in the event of a side impact. However, the design lacks stiffness because the transition areas from front to center and center to rear reduce beam and torsional resistance and is used in combination with torque boxes and soft suspension settings.
Platform chassis were used on several successful European cars, most notably the Volkswagen Beetle, where it was called "body-on-pan" construction. Another German example are the Mercedes-Benz "Ponton" cars of the 1950s and 1960s, where it was called a "frame floor" in English-language advertisements.
The French Renault 4, of which over eight million were made, also used a platform frame. The frame of the Citroën 2CV used a minimal interpretation of a platform chassis under its body.
The first true spaceframe chassis were designed and produced in the 1930s by Buckminster Fuller and William Bushnell Stout, who understood the theory supporting them from either architecture or aircraft design, resulting in the bus-like Dymaxion car and Stout Scarab.
Maximizing space while minimizing weight were the goals.With its high strength-to-weight ratio, the space frame was adapted to automobile racing following World War II. The 1951 Jaguar C-Type racing sports car utilized a lightweight, multi-tubular, triangulated frame over which an aerodynamic aluminum body was crafted. The form saw mass production with the 1954 introduction of the Mercedes-Benz 300 SL "Gullwing" sports car, the fastest road-going automobile of its day. The car's exceptionally high sills made conventional doors impractical, spawning the model's iconic gullwing doors.
In 1994, the Audi A8 was the first mass-market car with an aluminium chassis, made feasible by integrating an aluminium space-frame into the bodywork. Audi A8 models have since used this construction method co-developed with Alcoa, and marketed as the Audi Space Frame.
A tubular frame that is not load-bearing is not a true space frame. The Italian term Superleggera (meaning 'super-light') was trademarked for lightweight sports-car body construction that still requires its own chassis, and thus only resembles a space-frame chassis in general look and construction method. It utilizes a geodesic-like network of narrow tubes running under the body, up the fenders and over the radiator, cowl, and roof, and under the rear window, to provide form and attachment points for a sheetmetal skin, typically aluminum for weight-savings, as rigidity is not a consideration.
Vehicle structure has shifted from the traditional body-on-frame architecture to the lighter unitized/integrated body structure that is now used for most cars.
Integral frame and body construction requires more than simply welding an unstressed body to a conventional frame. In a fully integrated body structure, the entire car is a load-carrying unit that handles all the loads experienced by the vehicle – forces from driving and cargo loads. Integral-type bodies for wheeled vehicles are typically manufactured by welding preformed metal panels and other components together, by forming or casting whole sections as one piece, or by combining these techniques. Although this is sometimes also referred to as a monocoque structure, because the car's outer skin and panels are made load-bearing, there are still ribs, bulkheads, and box sections to reinforce the body, making the description semi-monocoque more appropriate.
The first attempt to develop such a design technique was on the 1922 Lancia Lambda to provide structural stiffness and a lower body height for its torpedo car body.
The Lambda had an open layout with unstressed roof, which made it less of a monocoque shell and more like a bowl. One thousand were produced.A key role in developing the unitary body was played by the American firm the Budd Company, now ThyssenKrupp Budd. Budd supplied pressed-steel bodywork, fitted to separate frames, to automakers Dodge, Ford, Buick, and the French company, Citroën.
In 1930, Joseph Ledwinka, an engineer with Budd, designed an automobile prototype with a full unitary construction.
Citroën purchased this fully unitary body design for the Citroën Traction Avant. This high-volume, mass-production car was introduced in 1934 and sold 760,000 units over the next 23 years of production. This application was the first iteration of the modern structural integration of body and chassis, using spot welded deeply stamped steel sheets into a structural cage, including sills, pillars, and roof beams. In addition to a unitary body with no separate frame, the Traction Avant also featured other innovations such as front-wheel drive. The result was a low-slung vehicle with an open, flat-floored interior.
For the Chrysler Airflow (1934–1937), Budd supplied a variation – three main sections from the Airflow's body were welded into what Chrysler called a bridge-truss construction. Unfortunately, this method was not ideal because the panel fits were poor. To convince a skeptical public of the strength of unibody, both Citroën and Chrysler created advertising films showing cars surviving after being pushed off a cliff.
Opel was the second European and the first German car manufacturer to produce a car with a unibody structure – production of the compact Opel Olympia started in 1935. A larger Kapitän went into production in 1938, although its front longitudinal beams were stamped separately and then attached to the main body. It was so successful that the Soviet post-war mass produced GAZ-M20 Pobeda of 1946 copied unibody structure from the Opel Kapitän. GAZ-M20 «Pobeda», "Avtolegendy SSSR" Nr 23, DeAgostini, 2009, ISSN 2071-095X , p. 3-4 Later Soviet limousine GAZ-12 ZIM of 1950 introduced unibody design to automobiles with a wheelbase as long as 3.2 m (126 in). ZIM-12, "Avtolegendy SSSR" Nr.3, DeAgostini, 2009, ISSN 2071-095X , p. 3
The streamlined 1936 Lincoln-Zephyr with conventional front-engine, rear-wheel-drive layout utilized a unibody structure. By 1941, unit construction was no longer a new idea for cars, "but it was unheard of in the American low-price field and Nash Motors wanted a bigger share of that market."
The single unit-body construction of the Nash 600 provided weight savings and Nash's Chairman and CEO, George W. Mason was convinced "that unibody was the wave of the future."Since then, more cars were redesigned to the unibody structure, which is now "considered standard in the industry". By 1960, the unitized body design was used by Detroit's Big Three on their compact cars (Ford Falcon, Plymouth Valiant, and Chevrolet Corvair). After Nash merged with Hudson Motors to form American Motors Corporation, its Rambler-badged automobiles continued exclusively building variations of the unibody.
Although the 1934 Chrysler Airflow had a weaker-than-usual frame and body framework welded to the chassis to provide stiffness, in 1960, Chrysler moved from body-on-frame construction to a unit-body design for most of its cars.
Most of the American-manufactured unibody automobiles used torque boxes in their vehicle design to reduce vibrations and chassis flex, except for the Chevy II, which had a bolt-on front apron (erroneously referred to as a subframe).
The unibody is now the preferred construction for mass-market automobiles. This design provides weight savings, improved space utilization, and ease of manufacture. Acceptance grew dramatically in the wake of the two energy crises of the 1970s and that of the 2000s in which compact SUVs using a truck platform (primarily the USA market) were subjected to CAFE standards after 2005 (by the late 2000s truck-based compact SUVs were phased out and replaced with crossovers). An additional advantage of a strong-bodied car lies in the improved crash protection for its passengers.
Examples of passenger car use include the 1967–1981 GM F platform, the numerous years and models built on the GM X platform (1962), GM's M/L platform vans (Chevrolet Astro/GMC Safari, which included an all-wheel drive variant), and the unibody AMC Pacer that incorporated a front subframe to isolate the passenger compartment from the engine, suspension, and steering loads.
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