Search

Email

A     B     C     D     E     F     G     H     I     J     K     L     M     N     O     P     Q     R     S     T     U     V     W     X     Y     Z




  Mobiles  

  F7     F9


 Bookstore

 Tests

 Formulary




Body 1



You could be asked, what a monocoque body actually is. You may answer, that in this case, e.g., the roof is carried by the coachwork. As a result, the reproach would be, that a convertible then, cannot have a monocoque body?

You would be offered a different definition: The engine and the suspension are mounted on the monocoque body. Your reaction could then be: How then, is the sub-frame, e.g., in off-road vehicles, to be assessed? Perhaps one could agree, that a monocoque exists, as long as the suspension and the engine are not mounted onto a sub-frame.


You can say what you want, but the very old ladder frame is still present, though in highly abstract form but quite visible. Therefore, it was good, not to define the self-supporting body via the existence of a ladder frame at the beginning. But not quite so up to date seems to be the central tubular frame, e.g., because case of the front-wheel drive no cardan shaft has to run through and first of all, the rules for the side crash demand exceptionally strong sills (pictured above).


Of course, modern frames are formed from rolled sheet pressings. At best, in places higher loads with enlarged cross-section, larger sheet thickness or other material choice. In the most favourable case, the carrier is executed even continuously more stable (pictured above). The newer type of ladder frames, of course, is front and rear much higher than before, because, for example, spring struts support against the body quite differently than, e.g. leaf springs.

By shifting upwards, in the frame it comes particularly front to a whole zone of increased stability. This includes the bulkhead and the upper inner mudguards. At the latest on the bulkhead shall end preferably the deformability of the front end. Like there is a new strategy to mitigate too much delay by multipart belt tightening and airbag inflation.

Nevertheless, of course, the longitudinal beams must be continuous from front to back, in principle, perhaps sunk in the middle somewhere in the vehicle floor. Because if no bumpers should be attached thereto, stable tow hooks are still needed. But if they already disappear in the passenger compartment in the bottom, then they dip again at the latest under the rear seat row.

As I said, the stability has been taken over by the side sills outermost. A strong cross traverse bring the forces back inside, but not so far as that is front the case. Incidentally, a parallel to earlier also, where the two front longitudinal beams had the shortest distance from one another because of the maneuverability of the wheels.

The strong cross traverse at the front of the rear seats has yet another task. Together with a parallel further rear arranged, it protects the tank, which has long ago already went in front of the rear axle, at least for the most part. But that is the last cross-stability, because the rear plate can be somewhat more flexible again. Only left and right of the luggage compartment there is still a haven of stability, building on the longitudinal beams already mentioned. 08/15


Imprint