A frame car is the unequivocal choice of most motorists. What is attractive frame car? Types of frames, their advantages and disadvantages. Well, if anyone is not familiar with what a frame is on a car and why it is needed, read this article especially carefully. This is an important characteristic of the car and you need to know it!
What are the types of car frames.
Each car is a set of mechanical components and assemblies attached to the bearing part. For some vehicles, the supporting structure (base) is body, other's - frame or stretcher.
At the dawn of the automotive industry, the frame structure was used on all types of cars. Later, when it turned out that the installation of the frame was not justified due to the large weight and high cost of manufacturing on passenger cars began to use a load-bearing body as a base.
On trucks, vehicles with high traffic and today they install a frame structure.
The advantage of the frame is that it provides the best rigidity and strength of the structure for tearing, twisting, stretching compared to other types of load-bearing part. This factor directly affects the carrying capacity of the car, its off-road qualities.
The main types of car frames:
- Spinal;
- Spar frame
These types have their own varieties. For example, fork-spine refers to spinal frames, peripheral - to spar.
Spar frame
The most common frame design today.
Such a frame has two spars arranged longitudinally and several crossbars. Spars are made from a U-shaped profile (channel). The higher the load, the greater the height and thickness of the profile.
Crossbars have various design features. There are X- and K-shaped crossbars, as well as a straight shape. To install the mechanisms and assemblies of the car on the side members and crossbars, various fasteners and brackets are used. To fasten parts of the frame, rivet, bolted, welded and other connections are used.
Peripheral frame
It differs from the usual spar in that the spars were bent during manufacture so that there was the greatest distance between them. This is done so that the bottom of the car is as low as possible. Such frames were made and installed on American cars until the 60s of the XX century.
spinal frame
In the mid-20s of the last century, the Czechoslovak company Tatra developed a spinal frame.
The bearing part is made of a pipe, inside which all the elements of the transmission were located. With the help of this pipe, the engine was connected to the transmission. The power unit, gearbox and final drive, clutch are part of the frame elements. All these elements are rigidly fixed to the frame.
With the help of a cardan shaft located inside the pipe, the engine transmits torque to the transmission units. Only when all wheels are provided with independent suspension, it is possible to install the frame on the car.
Fork-spine frame
It was also invented in the Tatras. The engineers of this company abandoned the rigid attachment of the transmission and engine to the supporting central tube, as was done on the spinal frame. IN new design special forks appeared on both sides of the carrier pipe, on which the engine with the transmission is installed.
Main Benefits frame structure before others:
- high level of comfort (low noise and vibration),
- high load capacity, simple design
- ease of repair and Maintenance, cheap parts.
disadvantages:
- volume decreases car interior,
- higher vehicle weight (increased fuel consumption)
- low passive safety (due to the impossibility of programming crumple zones)
- an increase in the overall price due to the cost of the frame.
Currently, passenger cars are made with a load-bearing body, and real (not SUV) SUVs are made on a frame.
When buying an SUV, you can roughly determine the class of the car by the presence or absence of a frame.
Frame (car)
car frame Land Rover III. 2008
For cars with a load-bearing body, either the body itself performs the functions of the frame (skin with local reinforcement), or the frame (or subframes replacing it) is structurally integrated with the body and cannot be separated from it without violating structural integrity (the latter option is sometimes distinguished into a separate type of car with integrated frame). To a separate frame, the body is usually attached using bolted brackets with thick rubber gaskets that serve to reduce the level of vibration affecting the driver and passengers.
As a rule, all the main units of the car are attached to the frame - engine, transmission, axles, suspensions, steering. Together they form chassis. The frame chassis is a complete structure, which, as a rule, can exist and move separately from the body.
At present, frame chassis are used mainly on tractors and trucks, but in the past, many cars also had a frame chassis. Also, “hard” SUVs often have a separate frame.
In the automotive industry, the following types of frames are distinguished: spar, peripheral, spinal, fork-spinal, load-bearing base, lattice(they are tubular, spatial).
History
Frames appeared at the dawn of the development of automotive technology. A separate frame was a purely automotive solution for the carrier system, and the idea was borrowed from railway transport, since horse-drawn carriages managed with a wooden body frame due to significantly lower loads.
Initially, the frames were made of hard wood, less often - round metal pipes.
In the first decade of the 20th century, frames made of stamped rectangular sections became widespread; on trucks, their design has changed only in details to this day.
In 1915, H. J. Hayes proposed a load-bearing body that acts as a frame. This idea was put into practice much later. In subsequent years, load-bearing bodies are becoming more common, and before the Second World War, they were already quite familiar. They became massive in the post-war period.
In the twenties, the Czechoslovak company Tatra developed a spinal frame, applying it to a number of passenger and truck models. However, this scheme did not receive wide distribution outside the Czechoslovak automobile industry (the only mass example of its use “in its pure form” without any reservations was the Volkswagen Beetle, but its design was partially copied just from the developments of the Tatra, which in the post-war years was confirmed during the trial).
During the same time period, the first space frame bodies appeared, the first example being the 1922 Lancia Lambda (sometimes considered the first monocoque car, but rather it had a tubular space frame). The developers were inspired by the design of boat hulls.
Almost simultaneously, a spar frame with an X-shaped cross member was created at Auburn in the USA, combining high torsional rigidity and relative lightness.
The monocoque body of a 1942 Nash car.
In the thirties in Europe, more and more car manufacturers abandon the frame, using a self-supporting body on their structures - but these were not yet load-bearing bodies in the full sense of the word: at the ends, their supporting structure was nevertheless formed subframes- a kind of short spar frame, welded or, more often, bolted to the body.
Some European cars of those years, for example, the pre-war Ford Prefect or KIM-10, had a very lightweight frame, which, although it was physically separated from the body, did not in itself have sufficient rigidity to absorb the loads arising from the movement of the car, doing this only in assembly with a semi-supporting body; such a frame served to facilitate the assembly of the car at the factory - on the conveyor, first all the units were attached to the frame, and then it was already attached to the body in the assembled form.
However, in the United States of those years, as before, most manufacturers continue to produce cars with a frame chassis, largely due to the tradition of annual design updates: when restyling, the body was changed, but the frame could remain practically unchanged for many years. The American company Nash, on the contrary, switched to load-bearing bodies, but this ruined it: Nash did not keep up with the accelerated pace of design updates set by market leaders model range, since in the case of a load-bearing body this was a very difficult and costly task.
After the Second World War, in Europe, new passenger models are built mainly with load-bearing bodies, while in America, most manufacturers remain committed to separate frames. By design, they were generally similar to pre-war ones - in most cases a type with a powerful X-shaped central crossbar was used - with the exception of the changes necessary to install an independent front suspension (which became the de facto standard on post-war passenger cars) and some reduction in the height of the spars relative to land to facilitate getting in and out of the car.
By the 1948 model year, the American firm Hudson (Hudson Motor Car Company) creates a line of models step-down("Step down"), which have powerful thresholds of an all-welded monocoque body, which had a commercial designation Monobilt, on the sides covered the passenger compartment, the floor of which was attached to them from below. Entering such a car, a person carried his leg over a high threshold, first raising it to his level, and then lowering it a dozen centimeters to the floor level (this is where the “step down” comes from); for those years, this was very unusual, since in cars with a separate spar frame, the floor of the passenger compartment was located directly above its spars, flush with the thresholds. The Hudsons at this level had only the cross members of the power set of the body, located under the seats and not interfering with the placement of passengers in the cabin. The lower location of the floor of the passenger compartment made it possible to lower both the seats and the roof by the same ten centimeters; the car turned out to be very squat for those years, visually more dynamic and streamlined, and the arrangement of passengers - more rational. They no longer entered such a body, like a carriage or a bus, but sat down. When driving on rough roads, passengers were less swayed, and roll in corners decreased, since the center of gravity of the car was located lower. In terms of handling, the Hudson had no equal among American full-size cars until the mid-fifties. Finally, powerful thresholds located on the sides of the passenger compartment well protected the driver and passengers in a side collision.
During the first few years of its release, the Hudsons with a monocoque body were commercially quite successful cars. However, over time, competitors introduced models with an improved separate frame configuration that approached them in terms of performance, but had more modern design, which could be varied every year without serious investments without changing carrier frame, while any major modification of the Hudson's load-bearing body affected its load-bearing structures and required, in fact, a complete redesign, which was a very difficult task before the advent of computers and CAD. As a result, already in the second half of the fifties, the Hudson company left the stage, unable to withstand the pace of renewal of the lineup set by competitors.
A more rational solution at that time turned out to be a load-bearing body used in pre-war models, in which the load-bearing structure is represented by subframes at the ends, and the outer skin panels perform a predominantly decorative function and are bolted, not welded. Characteristic in this regard can be considered the design of the load-bearing elements of the body domestic cars"Pobeda" GAZ-M-20 and "Volga" GAZ-21: although their body was considered self-supporting, at its ends there were full-fledged spar subframes in the form of box-shaped profiles, and the front subframe was structurally detachable and, in fact, was a short one, going up to the middle of the car, the frame (and that is exactly what it was called in the factory documentation). The rear subframe was already welded to the saloon floor and luggage compartment and was not structurally separated, but in design it still repeated the back of a conventional spar frame.
At the turn of the fifties and sixties, some firms tried to experiment with lighter backbone and X-shaped frames; for example, in the USSR, the Chaika GAZ-13 of 1959 had an X-shaped frame, and in America - full-size models of the late fifties - the first half of the sixties. But the bulk of cars with a frame chassis retained spar frames, as a rule - with an X-shaped cross member, like in pre-war cars, which predetermined the relatively high location of the floor of the passenger compartment and the center of gravity.
The mass distribution of peripheral frames in the United States falls on the mid-sixties, which coincides with a massive decrease in the height of passenger cars to a reasonable limit of 1300 ... 1400 mm. The passenger compartment, located completely between the frame spars, made it possible to give the body beautiful proportions without sacrificing space. In terms of space efficiency and rationality of passenger accommodation, cars with a peripheral frame were only slightly inferior to a load-bearing body, while the possibility of annual restyling without affecting the load-bearing structures, the comparative cheapness of car assembly, simplicity body repair and other advantages of a separate frame. In addition, the widely spaced spars in the central part made it possible to significantly improve passive safety in case of a side impact: in a conventional car with a ladder spar frame, only relatively weak and thin external body sills protect passengers from the side. (rocker panels), while a car with a peripheral frame has powerful spars that play the same role as the boxes (internal thresholds) of the load-bearing body. With the same goal of increasing passive safety in the early seventies, the frame design american cars begin to introduce elements of the programmed deformation; for example, on Ford vehicles an S-shaped deformable element appeared in the front of the frame, which absorbs kinetic energy upon impact.
The brands owned Chrysler Corporation, in the same period, they switched to load-bearing bodies with a long separate subframe in the front, attached to the body in the manner of a separate frame - through thick rubber gaskets.
The frames of passenger cars and SUVs have practically not changed since the mid-sixties and seventies to the present, only production technology has been improved (for example, on latest models the frame is made by stamping with elastic media - “hydroforming”), as well as passive safety elements embedded in the frame design (programmed deformation zones, stronger body mounts, and so on). However, since then their prevalence has decreased significantly: if back in the late seventies the bulk of American cars, except for "compacts" (compact cars) and "subcompacts" (sub-compact cars), had frames separate from the body - these days it is mainly the lot of large pickup trucks and SUVs, as well as rare passenger car models that structurally date back to the seventies - for example, Ford Crown Victoria and Lincoln Continental.
The load-bearing body, on the contrary, was waiting for a long evolutionary process. In the late fifties and sixties, load-bearing bodies appeared, in which there were no subframes, and the loads were already perceived exclusively by the inner skin of the body (mainly the floor and mudguards of the wings), which had various amplifiers in the most loaded places, and also, to a certain extent, its outer sheathing. For example, in the body of the Zhiguli and their Italian prototype Fiat 124, subframes in the form of fragments of a spar frame are structurally absent as such, and the power structure of the front end is formed by the lower parts of the mudguards of the front wings, to which amplifiers in the form of U-shaped profiles are welded from the inside, along with them forming a closed box-shaped section and, thus, from a functional point of view, playing the role of front spars, on which the front suspension beam is attached from below, which also works as a cross member of the body's power set. The front fenders and the front bumper apron in the body of the Zhiguli, which form the outer skin of the front end, are welded to the mudguards, and along with them perceive some of the load that occurs when the car is moving. Thus, this type of load-bearing body is a semi-monocoque - a monolithic rigid structure, in which the skin itself takes the main load, and the frame is maximally reduced, lightened and cannot be physically separated from the skin. This made it possible to further lighten the body while increasing its rigidity, increase its manufacturability and reduce the cost of production, although the design began to require a higher production culture, was more difficult to repair and less durable when operating on bad roads.
Although load-bearing bodies with separate subframes had certain advantages in terms of driving comfort (if there were rubber gaskets between the body and the subframe), as well as ease and convenience of repair, nevertheless, the considerations of manufacturability of mass production and ensuring maximum rigidity turned out to be more significant, therefore body modern cars are mainly representatives of this particular branch of development.
Modern load-bearing bodies are complex structures welded or glued from steel - often made of high-strength alloy steels - or aluminum stampings and designed to most effectively absorb energy during deformation during a traffic accident, while formed by the casing of the cavity-box, coupled with additional reinforcement U-shaped overlays, tubular elements, filling with special polymer foam, and so on - form a powerful "safety cage" around the passenger compartment that protects the driver and passengers. The term "subframe" in relation to a modern body designates no longer a load-bearing element of its design, but only a lightweight frame attached to the load-bearing body from below, on which, for the convenience of conveyor assembly of the car, parts of the front and rear suspension, engine, transmission. Modern load-bearing bodies, as a rule, are not designed for restoration repairs after serious impacts, since outside the factory conditions it is impossible to ensure compliance with the geometry of the body and reproduce the technological measures laid down at the stage of its production, aimed at increasing the passive safety of the car.
Design
A distinctive design feature of any frame is the separation of the functions of the load-bearing (power, perceiving workloads) elements of the body and its decorative panels. At the same time, the decorative panels themselves can also have their own reinforcing frame, for example, in the area of door openings, but it practically does not participate in the perception of loads that occur when the car is moving. Frames are classified according to the type of supporting structure they use.
Spar frames
Spar frame with X-shaped cross member.
The classic version of such a frame resembles a ladder in appearance and design, so in everyday life it can sometimes be called staircase(ladder frame). Spar frames consist of two longitudinal spars and several cross members, also called "traverses", as well as mounts and brackets for mounting the body and units. The shape and design of the spars and crossbars can be different; so, there are tubular, K-shaped and X-shaped crossbars. Spars usually have a channel section, and usually variable in length - in the most loaded areas, the section height is often increased. Sometimes they have a closed section (box) at least for part of their length. On the sports cars tubular spars and round cross-sections with a better ratio of mass and stiffness could be used. By location, the spars can be parallel to each other, or located relative to each other at a certain angle. Frame parts are connected by rivets, bolts or welding. Trucks usually have riveted frames, light and super-heavy dump trucks - welded. Bolted connections are usually used in small-scale production. Modern heavy trucks also sometimes have bolt-on frames, making them much easier to maintain and repair.
The spar frame usually has a small height and is located almost entirely under the floor of the body, and the latter is attached to its brackets from above through rubber cushions.
Spar frames are used on almost all trucks, in the past they were widely used on cars - in Europe until the end of the forties, and in America - until the end of the eighties - mid-nineties. On SUVs, spar frames are widely used to this day. In view of such a wide distribution, usually in popular literature, the word "frame" is understood to mean exactly the spar frame.
A number of sources also include peripheral (often distinguished as a separate type) and X-shaped frames to spar (the latter are classified by other sources as a kind of spinal).
Peripheral frames
An inverted Mercury station wagon, a peripheral frame is visible with spars widely spaced in the central part.
Sometimes considered as a type of spar. In such a frame, the distance between the spars in the central part is increased so much that when the body is installed, they are directly behind the door thresholds. Because weak points of such a frame are the places of transition from the usual distance between the spars to the increased one, in these places special box-shaped reinforcements are added, in English-speaking countries called by the term torque box(similar power elements - braces - are often available on cars with a load-bearing body at the transition points from the front and rear spars to the boxes).
This solution allows you to significantly lower the floor of the body, placing it completely between the spars, and therefore reduce the overall height of the car. Therefore, peripheral frames (English Perimeter Frame) have been widely used on American passenger cars since the 1960s. In addition, the location of the spars directly behind the thresholds of the body is very conducive to improving the safety of the car in a side collision. This type of frame was used on high-end Soviet ZIL cars starting from the .
Spinal frames
Spinal frame of the Tatra truck.
This type of frame was developed by the Czechoslovak company Tatra in the twenties and is a characteristic design feature most of her cars.
chief constructive element such a frame is a central transmission pipe, rigidly connecting the crankcases of the engine and power transmission units - clutches, gearboxes, transfer box, main gear (or main gears - on multi-axle vehicles), inside which there is a thin shaft that replaces the cardan shaft in this design. When using such a frame, it is necessary independent suspension of all wheels, usually implemented in the form of two swinging semi-axes attached to the ridge on the sides with one hinge on each.
The advantage of such a scheme is very high torsional rigidity, in addition, it makes it easy to create modifications to cars with a different number of drive axles. However, the repair of the units enclosed in the frame is extremely difficult. Therefore, this type of frame is used very rarely, usually on high-traffic trucks with a large number of drive axles, and on cars it is completely out of use.
Fork-spine frames
The frame of the pre-war "Skoda" with a sub-fork in the front.
A kind of spinal frame, in which the front, and sometimes the rear, are forks formed by two spars, which serve to mount the engine and units.
Unlike the backbone frame, as a rule (but not always) the crankcases of the power transmission units are made separately, and, if necessary, a conventional cardan shaft. Such a frame had, among others, executive cars "Tatra" T77 and T87.
X-shaped frames are often referred to the same type, which are considered by other sources as a type of spar. Their spars in the central part are very close to each other and form a closed tubular profile. This frame has been used for Soviet cars"Seagull" GAZ-13 and GAZ-14 of the highest class, as well as many full-size cars General Motors late fifties - first half of the sixties.
load-bearing base
In this design, the frame is integrated with the floor of the body to increase rigidity.
Among others, Volkswagen Beetle had such a design (however, its frame, due to the presence of a massive central tube, is closer to the forked spinal one) and the LAZ-695 bus. At present, this scheme is considered quite promising due to the ability to build the most different cars like on the platform.
lattice
Also called tubular(tubular frame) or spatial(space frame).
Lattice frames are an iso-truss of relatively thin tubes, often made of high-strength alloy steels, which have a very high torsional stiffness-to-weight ratio (i.e., they are light and yet very torsionally stiff).
Such frames are used either on sports and racing cars, for which low weight is important with high strength, or on buses, for whose angular bodies it is very convenient and technologically advanced in production.
The main difference between a body with a space frame and a load-bearing body is that its skin is purely decorative, often made of plastic or light alloys, and does not participate in the perception of the load at all. On the other hand, the load-bearing body can be considered as a kind of spatial frame, where the skin takes almost the entire load, and the frame itself, represented by U-shaped and box-shaped reinforcements of the skin, is lightened and reduced to the limit.
Body-integrated frame (Frame-in-body, UniFrame)
Such a frame repeats the usual design, but is physically inseparable from the body, that is, it has a non-separable welded connection with it.
It differs from a conventional load-bearing body with an integrated frame in that the first one has, as a maximum, only subframes at the ends, and the integrated frame has real spars going from the front bumper to the rear. Such a body does not have many advantages of a separate frame - vibration damping, ease of body repair, ease of creating modifications with various types bodies on a single frame and others, but sometimes it turns out to be somewhat more convenient and cheaper to manufacture than a load-bearing body, and it also better perceives the loads that arise when transporting goods and driving off-road. This determines the range of use of such a design in modern automotive industry - mainly pickups and SUVs (except for "hard").
; however, due to the characteristics of this type of supporting structure, the lattice frame body usually either does not have doors at all or has very high thresholds, which makes it unsuitable for general purpose vehicles.
Another thing is that, for example, a truck or an all-terrain vehicle, unlike a road car, often does not need a large torsional rigidity of the body; moreover, the limited ability of a flat spar frame to deform under the action of twisting forces often improves patency, which was observed in particular on ZIS-5 and GAZ-AA trucks, whose riveted frame could deform with an amplitude of up to several centimeters when twisting, which is equivalent to an increase in suspension travel. Unimog cars also have a twisting frame, and the deformation of the frame to improve cross-country ability was built into the design from the very beginning;
Sources and notes
Self-propelled four-wheel vehicle with an engine, designed to transport small groups of people on roads. A passenger car, usually accommodating from one to six passengers, is precisely what distinguishes it in the first place ... ... Collier Encyclopedia
- (from Auto ... and lat. mobilis moving) means of trackless transport with its own engine. History reference. Even in the Middle Ages, attempts were made to create carts that were supposed to move by the power of the wind or ... Great Soviet Encyclopedia
Automobile- (Cars) Contents Contents 1. The history of the creation of the first car 2. The history of brands Aston Martin Bentley Bugatti Cadillac Chevrolet Dodge Division Ferrari Ford Jaguar 3. Classification By purpose By size By body type By displacement ... ... Investor Encyclopedia Wikipedia
- ... Wikipedia
The frame is a kind of carrier system of the vehicle, it keeps all the contents of the car intact and prevents the entire constructor from crumbling into small parts. Everything is mounted on the frame Technical equipment car, and the finished frame structure is called a frame chassis. The body itself is attached to the finished frame chassis. The frame takes up about 15% of the total weight of the car, that is, it is the heaviest part of it.
1. The role of the frame in the overall design of the car
Cars built with a frame structure are designed for high loads. Such vehicles must be able to carry a large load and easily overcome a difficult road. Therefore, the frame production has rather high strength requirements. It must be resistant to vibrations on road bumps.
2. Main types of body frames
2.1 Spar frames
Such frames consist of two metal longitudinal beams passing through the entire length of the body. They are also called spars, hence the frame got its name. The spar frame looks like a ladder. The beams are interconnected by traverses - crossbars that give such a frame rigidity. And the frame elements themselves are interconnected by welding or rivets. This is the most common type of car frames.
Machines with spar frames are characterized by a sufficiently lowered floor, high weight and bulkiness. These features are the main disadvantages of such a frame. Spar frames are more often used in the construction of trucks and SUVs; metal seals are made in places of greater load.
2.2 Spinal frames
They consist of one longitudinal beam (or pipe), inside which the transmission shafts are located, and which connects the rear drive axle housing with the power unit and transmission. Cars with spine frames are dominated by lower weight than cars with spar frames, as well as greater torsional rigidity. But the big disadvantage of this design is the complexity of repairing the machine, since it is required to disassemble it completely in order to eliminate even a small problem. This type of frame was used in the manufacture of cars by the Czech company Tatra.
2.3 Forked-spine frames
This is a subspecies of spinal frames, and its main feature is that both the front and rear parts are tridents, the basis of which is the central tube of the frame, and two are already departing from it, which are used to fasten components and assemblies. They use a conventional cardan shaft, and the axle and engine housings are not integral with the central pipe. Main disadvantage such machines - unimportant handling due to the location of the motor at the rear. Nowadays, this type of frame structure is no longer used in the automotive industry.
A kind of spar frames, which began to be massively used on large European passenger cars and American "dreadnoughts" in the 60s. In these frames, the side members are placed so wide at the rear that they are at the thresholds when installing the body, which made it possible to significantly raise the level of the floor and reduce the height of the car itself. The big pluses of such a car are that it is maximally adapted to side impacts, but there is also a rather big minus - the car body must be more durable and rigid, since the frame is unable to withstand a large load.
2.5 Space frames
These are the most complex type of frame structure used in the production of sports cars. This is a construction of thin alloyed pipes, which are not inherent in torsion. Tubular structures do not tolerate bending tests well. And today they have given way to monocoques in the automotive industry, but have been used in the bus industry.
3. Advantages and disadvantages of frame structures
Thanks to the frame, the vehicle is much easier to repair, as well as to assemble at the factory. The frame structure differs from the body structure in that all its breakdowns can be fixed with the help of a good craftsman and material. Also, an important advantage of the frame structure of the car is that after long trips on bad roads, such a car will not have distortions in doorways and cracks in the pillars. windshield, more durable chassis. Even in a frame car, the tendency to rollover is slightly lower than that of a body car.
As we can see, frame cars there are many advantages, but disadvantages make it possible for body structures to prevail in the production of passenger cars. The first drawback is the significantly increased mass of the car when the functions of the body are separated from the functions of the frame, and with an increase in the mass of the car, its fuel consumption also increases. The second is that the spars under the body take up a lot of space, and this makes it difficult to get into the car and takes up a significant part of the passenger compartment.
Also, a low level of passive safety, since the frame may shift relative to the body upon impact. For these reasons, the load-bearing body has become indispensable for a passenger car. And frame structures perfectly cope with difficult conditions for the movement of trucks.
4. Scope of frame structures
Frame structures are used mainly in the production of SUVs and trucks, since the frame structure is capable of taking a large load. Premium cars and some buses also have a frame.
Throughout history, the types of frames have changed more than once, at first they were made riveted and cast. Riveted frames are the most common, the easiest to manufacture and technologically advanced. Riveted and cast methods were mainly used to make passenger cars. Cast Machines- very time-consuming to manufacture and are quite expensive. Therefore, welded frame structures entered history easily and remained there for a long time.
Welding technology is used in our time, because it is simple, reliable and inexpensive. And also this method is equally perfect for the manufacture of both passenger cars and trucks. This method consists in the fact that the individual parts are poured, and then welded together.
And finally, a few examples of cars with frame structure:
UAZ Patriot (improved version of UAZ 3160);
SUVs from Great Wall;
Haval H3, Haval H5;
SUVs from SsangYong;
Actyon and Actyon Sports;
Flagship Rexton.
Each car is a set of mechanisms and systems fixed on the bearing part. Cars are produced in which the role of the supporting part is performed, but there are cars in which all mechanisms and systems are installed on the frame.
car frame
The frame structure was initially used on all types of cars, but over time, carriers began to be used in the production of passenger cars, and frames are still used, but only on trucks.
They did not abandon frame structures in the production of off-road vehicles, so most SUVs also have a frame bearing part. The advantage of using a frame is to provide a more rigid vehicle structure, which in turn makes it possible to transport large loads.
Types of car frames
The use of frame structures on cars began almost at the dawn of the automotive era. During this time, several main types of car frames have been proposed:
- spar frame;
- and spinal.
Each of these types of frames have varieties. A variation of the spar frame is the so-called peripheral. And in addition to spinal frames, cars with forked-spinal frames were also produced.
Spar frame
The most common frame structure is the spar frame.
The device of the spar frame of the car Toyota Land Cruiser 200:
1 - front suspension mounting bracket; 2 - cross member; 3 - spar; 4 - body mounting bracket.
This frame consists of two side members, which are located longitudinally, as well as from the crossbars. Spars are made from channels with different section heights. In places that will be more loaded, the height is increased.
The crossbars can also have a different design, there are ordinary, straight shapes, as well as K- and X-shaped. To ensure the installation of vehicle mechanisms, brackets and fasteners for them are installed on the spars and cross members. Rivets, bolts or welding can be used to fasten the frame elements together.
A distinctive feature of the peripheral frame from the usual spar is that in the manufacture of the spars they were bent, which led to the fact that in the middle between the spars there was the greatest distance between them. This was done in order to be able to position the bottom of the car as low as possible. Such frames were used in America in the production of cars.
spinal frame
Spinal-type frames for cars were developed by Tatra specialists. And such frames were used mainly on the cars of this company. The main bearing part of the spinal frame is a pipe that connects the engine and all elements.
Rama Tatra
In fact, power unit, and also, the gearbox and final drive are also elements of the frame. The fastening of all these mechanisms is rigid. The torque from the engine to the transmission elements is performed by a shaft that is installed inside the pipe. The use of such a frame structure is possible only if all the wheels of the car are provided with an independent suspension.
The spinal frame is good in that it provides high torsional rigidity, easy and quick creation of cars with a different number of drive axles, but since some car mechanisms are inside the frame structure, then the implementation repair work rather difficult.
Fork-backbone frames are also developed by Tatra employees. In this case, they abandoned the rigid attachment of the engine and transmission to the supporting central tube. Instead, they installed special forks on both sides of the carrier pipe, on which the engine is installed with.
Powerful and comfortable frame SUVs, the list of which we will present to you today, have long migrated in the ratings from the category of “workhorses for the countryside” to “cars for the middle class”. This means that with the power of a tractor that can climb a mountain range, the SUV has acquired all the amenities that luxury cars were previously equipped with: a leather interior, electrically controlled and heated seats, a powerful computer that controls electronics, which is enough for an average passenger liner.
Our rating is based on the opinions of Russian and foreign buyers about SUVs with reduction gear and all-wheel drive, satisfying three main indicators: specifications, comfort and price.
Frame SUVs with reduction gear, blocking and all-wheel drive: TOP-10
First, we must clarify that almost all of the cars shown can be called "combined" in terms of transmission design: they have a reduction gear, a differential lock and a switch to "all-wheel drive" mode. This allows you to operate an SUV on rough terrain with equal efficiency and cruising the streets. settlements in the urban cycle.
The list of the best frame SUVs includes the 10 most popular selling models of 2018-2019, selected according to the statistics of total sales in the world. There are both very prestigious names and modest ones (in our understanding), but they are united by universal recognition:
| 1 | Honda Pilot |
| 2 | Kia Mohave |
| 3 | Toyota Land Cruiser Prado |
| 4 | Mitsubishi Pajero |
| 5 | Jeep Grand Cherokee |
| 6 | Audi Q7 |
| 7 | Nissan Patrol |
| 8 | Hyundai ix55 |
| 9 | Volkswagen Touareg |
| 10 | Lexus GX |
Honda Pilot
The crown of the "Best frame SUV" was received by the representative of the Japanese concern "Honda Pilot", produced in the second generation after the update in 2011 (K2 class, front-wheel drive and all-wheel drive modifications).
- engine - V6 3500 (cm3), gasoline;
- Max. power - 349 hp, torque - 347 Nm;
- gearbox - automatic transmission, Grade Logic system (engine optimization for road conditions). VSM system: control of separate operation of cylinders with increase in power. downshift;
- consumption per 100 km - 11.1 (monodrive), 11.7 liters (all-wheel drive version);
- differential lock, torque distribution system along the axes;
- ground clearance - up to 200 mm, turning radius - 5.5 m;
- 18 - inch wheels for luxury equipment;
- All-metal body using heavy-duty steels (lightweight);
- price range (in rubles) from 1.79 to 2.4 million rubles
Kia Mohave
The Korean frame SUV "Kia Mojave" was created for extreme conditions and the most comfortable "survival". In some countries, the car is sold under a different name - KIA Borrego.
- engines: V6, 3 l, CRDI series, diesel; 3.8 L, Lambda series, petrol;
- max power: 250 hp (diesel), 275 (petrol);
- consumption per 100 km (average) - 10.2 (diesel), 9.7-10 liters (gasoline);
- anti-lock braking system (ABS), brake force distribution (EBD). Motion stabilization and stability systems (TCS, ESC);
- 17, 18 - inch wheels;
- price range (in rubles) from 1.85 to 2.1 million (basic equipment).
Toyota Land Cruiser Prado
The Japanese frame jeep "Toyota Land Cruiser Prado" is firmly held in the top ten most popular all-wheel drive SUVs.
- engines: V4, 3 l, diesel; V6, 2700 and 4 liters (top version), gasoline. Emissions indicators have been brought up to the most environmentally friendly level of Euro 5;
- max power: 190 hp (diesel), 163 and 282 (petrol);
- gearboxes: diesel - 6-speed automatic transmission; gasoline - 5-speed automatic transmission;
- consumption per 100 km (average) - 12.5 (diesel), 12.3 and 15 liters (gasoline);
- Multi Terrain Select system (engine control is designed for 5 road options: gravel and stones, mud and gravel, loose soil, sand and icy road);
- anti-lock braking system (ABS), downhill braking control. Exchange rate stabilization system;
- protection of "blind zones" and warning of obstacles when " reversing”, video cameras with a circular view;
- 17, 18 - inch wheels;
- price range (in rubles) from 1.7 to 2.95 million (top-end equipment).
Mitsubishi Pajero
The Mitsubishi concern never ceases to improve its most popular four-wheel drive frame SUV - the Mitsubishi Pajero. In 2018-2019, the IV generation car became a bestseller.
- engines: V6, 3 l, diesel; 3 and 3.8 liters, petrol;
- max power: 200 hp (diesel), 178 and 250 (petrol);
- gearboxes: diesel - 5-speed automatic transmission; gasoline - 5-speed automatic transmission and for the configuration "Invite MT" with dvig. 3.0 - 5-speed manual transmission;
- consumption per 100 km (average) - 10-12 (diesel), 11-12 and 13-15 liters (gasoline);
- proprietary powertrain Advanced SuperSelect 4WD (SS4-II) operates in 4 modes: four-wheel drive (4WD Super Select); all wheel drive with downshift(4llc); 2H (only used rear wheels) or 4H (all wheels are on with a different torque transmission to each); 4Hlc (4WD with differential lock);
- 17, 18 - inch wheels;
- high ground clearance - 235 mm;
- price range (in rubles) from 1.6 to 2.5 million (top-end equipment).
Jeep Grand Cherokee
The American frame SUV "Grand Cherokee" is offered in 4 modifications, each of which is equipped with its own engine model. Engines are petrol only.
- Sport package: Tigershark Multi Air II, V4 (2400 cm3), 184 hp, 7.5 l/100 km. Front wheel drive 4x2. Security system: 10 pillows. Cruise control (adaptive). 17 inch wheels. multimedia audio and video system, touchscreen. Central electric lock, hand brake (electric);
- "Latitude": Pentastar V6 engine (3200 cm3), 271 hp, 9 l/100 km. Two modifications: front-wheel drive 4x2 and full. Aluminum alloy wheels 17 inches. Heated seats, steering wheel and engine as standard;
- "Limited": Pentastar V6 (3200 cm3) engine, but the car appears as a limited series. Climate control for two zones. Armchairs in leather covers, heated, with electric drive and memory for 4 and 8 positions. Modifications: front-wheel drive 4x2, all-wheel drive;
- "Trailhawk": V6 engine (3200 cm3), four-wheel drive with multifunctional transmission Active Drive Lock (rear differential lock, Selec Terrain drive mode selector). Box - "automatic" ZF, 9 stupas. The machine is designed for the most difficult terrain and is;
- prices for each modification in the basic assembly are at intervals of 1.5-1.8 thousand dollars: from 23 to 27.5 thousand dollars from the manufacturer.
Audi Q7
The category "Best frame SUV with all-wheel drive" was replenished with a representative of the "premium" class. This all-wheel drive SUV with a traction force distribution along the axes 40:60 (more force falls on the rear axle).
- starter kit: V6 engine, 3 l, gasoline, gearbox - "automatic", 8 steps. ABS systems, ESP, "assistants" for descending from the mountain and starting to move on the rise, parking sensors. The salon is equipped with climate control systems, heated seats, and a powerful audio system. Optics - bi-xenon;
- diesel engines: V6, 3 l (245 hp), V8 4.2 l (340 hp), V12, 6 l (500 hp). The diesel for 3000 is equipped with an "automatic" 8 steps, and the last two models - with boxes - "automatic" 6 tbsp.;
- diesel modifications are equipped with the same systems as the gasoline "brother". But in addition, for an additional fee, you can purchase adaptive cruise control, a blind spot tracking system, “smart optics”;
- the price range is very wide: from 2,800,000 to 6,500,000 rubles.
Nissan Patrol
Traditionally, the "best friend of hunters and fishermen" - Nissan Patrol - is a success. But the updated body looks simply luxurious, and an all-wheel drive frame SUV will do honor to any resident of an elite suburb.
- engine - VK56VD, V8 (5600 cm3), 405 hp, 11.4 (out of town) up to 20 l / 100 km (urban cycle);
- box - 7 - speed "automatic", downshift, distribution along the axes 50:50;
- motion stabilization and brake control systems (anti-slip) ABS, EBD, TCS, BA. HDC (mountain exit control);
- speed-controlled amplifier;
- 4 driving modes different types grounds: dirt, sand, asphalt, snow.
- rear dif-la lock;
- starting price from 3,900,000 rubles.
Hyundai IX55
The Korean frame SUV Hyundai IX55 "Irbis" has received universal recognition for the best price-quality ratio. The all-wheel drive all-terrain vehicle is available in two versions: with gasoline and diesel engines.
- engines: gasoline V6 DOHC (3.8 l), 264 hp, 9-12 l / 100 km; diesel CRDi (3000 cm3), 239 hp, 7.6-9.4 l / 100 km;
- gearbox - 6-speed "automatic", four-wheel drive, downshift with differential lock;
- ABS, EBD, TCS systems (traction control, braking control);
- 17-inch alloy wheels;
- prices start from 1.86 million rubles.
Volkswagen Touareg
The German frame SUV "Volkswagen Touareg" entered the salons of Volkswagen dealers after restyling and immediately won the love of European lovers of nature and comfort.
- engines: gasoline - V6 DOHC (3600 cm3), 249 hp, 11 hp and V8 (4200 cm3), 360 hp, 13 liters; diesel - V6 (3000 cm3), 204 hp, 6.6 l and V8 (3400 cm3), 340 hp, 9.1 l;
- box - 8 steps. "Automatic" Aisin with manual shifting, downshift;
- the steering wheel is equipped with a Servotronic hydraulic booster (with force variable in speed);
- 4Motion all-wheel drive system, self-locking differential Torsen;
- brake control systems (ABS, EBD, ESP, ASR, EDS);
- starting price - from 2.5 million rubles.
Lexus GX
The rating of frame SUVs is completed by the result of Japanese-American cooperation - the all-wheel drive Lexus GX. The representative of the Premium class with improved features and design shows in the photo how it looks equally organic next to luxurious villas and against the backdrop of a mountainous area.
- engine: V8 (4600 cm3), gasoline, 298 hp, 13 hp;
- 6-speed automatic transmission, all-wheel drive with Torsen interaxle differential, changing the interaxle force in proportions of 30:70, 40:60 and 50:50;
- leather interior, adjustable and heated steering wheel and seats, powerful multimedia system;
- stabilization systems KDSS, ABS, EBD, BAS, AVS, etc.;
- price range: from 2.9 to 3.6 million rubles.