Vehicle Constructions

1.
Vehicle Construction
Contents
Section 1: Historical overview ............................................................................................................ 2
Section 2 Design challenges - Brand Choice .................................................................................... 6
Section 3 Design challenges – Tests, Legislation & Safety ............................................................. 9
Safety .................................................................................................................................................. 10
Passive Pedestrian Protection ............................................................................................................. 12
Active Pedestrian Protection................................................................................................................ 13
Type approval...................................................................................................................................... 16
Environmental ..................................................................................................................................... 17
Insurance ............................................................................................................................................ 20
Aerodynamics...................................................................................................................................... 21
Ergonomics ......................................................................................................................................... 22
Noise levels ......................................................................................................................................... 23
Durability ............................................................................................................................................. 24
Learning outcomes:
• Define the term monocoque construction.
• Identify and describe three legislative tests likely to be carried out by a manufacturer.
• Identify and describe five design tests likely to be carried out by a manufacturer.
• Distinguish between primary (active) safety systems and secondary (passive) safety systems and
provide two examples of each.
1
© IAEA2018. IAEA Oral Manual. 1 - Vehicle Construction. November 2018
1. Vehicle Construction
Overview
To understand why vehicles are designed as they are today and to understand the challenges
that they are designed to meet.
Section 1: Historical overview
Motor vehicles have evolved from the horse drawn horse carriage, dating back to its 2-wheeled
predecessor the Egyptian chariot as early as 1900BC.
The carriage evolved as a four-wheeled construction made from a wooden body mounted upon a metal
chassis incorporating suspension and a pivoting front axle.
The word carriage is from the French language meaning to carry in a vehicle; this later became
abbreviated to the word car.
Due to the flexible design of the separate body and chassis; wagons, stagecoaches and carts became
popular to transport people and goods.
2
These vehicles were built and repaired by coachbuilders and coach joiners along with wheelwrights,
specialist skills developed and it enabled customers to purchase a chassis and body from two different
companies having them made to their bespoke requirements. Grand coaches became a way of showing
off your wealth.
This style of manufacturing continued into the construction of the automobile or horseless carriage, as it
was originally known. All vehicles were hand built but designs needed to change and engineers were
now dominant in the requirements of the chassis.
The example above was the first of it’s kind seen in Britain back in 1803, steam power had many
limitations within automobiles and went on to be more successful within the locomotive industry.
The internal combustion engine defined how the automobile body construction would take shape, with a
smaller and lighter power unit and drive train the automobile itself became faster, lighter and smaller.
Gottlieb Daimler built what was considered

the first modern 4-wheeled automobile,
complete with an internal combustion engine.
3
The automobile rapidly developed from individually hand built vehicles to the mass produced versions
famously brought about by Henry Ford in the early 1900’s making the automobile affordable to everyone,
not just the rich.
Ford Model T
First production line
vehicles
The separate body and chassis design is dominant up until the 1930’s and continues as a choice for
some manufacturers to the present day
The MG Midget, showing typical use of the

separate body and chassis design and how it
has improved over time. (Body on Frame)
Running gear and engine mounted within chassis

construction
Flexible use of mounting different body designs on

the same or similar chassis designs
Good strength and platform for driveline and

engine components able to cope with the torsional
stresses
4
The need to be more efficient to accommodate mass production, reduce weight and costs drive
vehicle manufacturers to look to other options.
This began in the 1930’s when in Europe the first mass produced unibody or unitary construction vehicle
became available. The unibody design integrated the chassis and bodywork into one assembly with the
initial main advantage of generally being lighter and more rigid.
The Citroen Traction Avant was

introduced in 1934 and sold over three
quarters of a million vehicles.
This was a popular and new design with

the slick low lines and low centre of
gravity - production lasted for 23 years.
The integrated construction is able to cope with the forces experienced by driving and also the loads
from passengers and cargo. Produced by welding stamped body panels and box sections that are then
formed into assemblies. This construction has become the industries most common design for cars and
many light commercial vehicles with many variants available, however the separate body and chassis
is utilised for specific design requirements.
This construction is often referred to as

monocoque however most modern
vehicles do not fully meet the true
definition.
The body shell will support the drive line

components, improve production efficiency
and incorporates improved capability when
dealing with crash energy.
Chariots have evolved into mass produced vehicles that are affordable and part of everyday life, this has
enabled the development of manufactures that employ millions of workers and contribute significantly to
the global economy.
The development into the modern era of motoring has given manufacturers many new challenges
5
Section 2 Design challenges - Brand Choice
History has shown us that vehicle construction evolves around the materials and technology available
alongside the needs of the motorist as to how the vehicle body is constructed. If we move forward in time
we can understand that the modern motor vehicle manufacturer has many more challenges than his
predecessors but still is driven by similar engineering principles. The need to move, steer and stop whilst
transporting people or goods.
Designers use computers to design vehicles by employing special software that will be capable of
considering these requirements and those of the manufactures brand.
It is the manufacturers brand and the specific product that is being designed that will start to drive the
type of construction selected. Many manufacturers have been part of how constructions have evolved
based upon their customer needs and the particular style of motoring their brand is associated with.
Motor manufacturers are always trying to find new and innovative ways to keep customers loyal to the
brand or to gain customers from their competitors. Research and Development, Marketing, Advertising
& Public Relations form an important part of their businesses.
Established brands are known for their specific goals such as value for money combined with reliability
and safety. Therefore they are likely to opt for saloon and hatchback styles based on an integrated
construction
6
Customers may demand off road and tough environments
Separate body and chassis (composite design) may be

chosen for strength and versatility enabling a range of
different body designs to be fitted onto the same
chassis
Customers may require carrying and delivering of goods, some brands will specialise or adopt
technologies from their passenger car manufacturing experience within the organisation
Light goods and car derived van designers will be

focused upon providing suitable options for body
derivatives and maximum space and accessibility
for the load they are carrying
This may result in a choice of either the separate body and chassis or an integrated construction
7
Customers may desire speed, handling and a unique look – features of sports cars
True monocoque
constructions are often
used for the passenger
cell with extrusions
bolted or bonded front
and rear. This has
transitioned from
racing car (Formula
one) technology
Passenger cells (may

be referred to as a tub)
often use carbon fibre
in manufacture, as it is
a lightweight material
having exceptional
strength and unique
abilities in absorbing
and dissipating crash
energy
Motor manufacturers need to introduce new technologies that align to government environmental
targets and offer new features.
Fully electric and fuel cell vehicles offer zero emissions; added features along with reduced running costs
are encouraged by governments to align to global environmental targets. They require lightweight bodies
and specific thoughts on how to accommodate special fuels or a large battery. A combination of
integrated structures, monocoque and separate body and chassis may be used.
8
Section 3 Design challenges – Tests, Legislation & Safety
The vehicle manufacturers designers have additional requirements or “tests” to which they must achieve
suitable outcomes to enable them to build and sell vehicles globally. These tests will in many cases be
legal requirements set out by global regions or national governments and specific test targets established
by the manufacturer to align to the expectations of the design.
Legislative tests will include:
• Safety
• Type approval
• Environmental
Design tests will include:
• Insurance tests
• Aerodynamics
• Ergonomics
• Noise levels
• Durability
The addition of the legal requirements and design testing will start to add significant detail to how the
construction will finally look, the size of the vehicle and the materials to be chosen will be influenced from
this phase.
9
Safety
As early as 1869 the automotive industry suffered its first fatality and the first pedestrian fatality in London
occurred in 1896. Public concern demanded that laws were in place to prevent accidents, one example
in the United Kingdom was the Locomotive act that required a person to walk 60 yards in front of the
vehicle and speeds restricted to between 2mph and 4mph. This law held back the development of the
automobile within the United Kingdom allowing the continental countries to lead the field.
Over the years vehicles inevitably became faster and more popular, accidents became more frequent
with vehicles impacting objects, trees, other vehicles and pedestrians. Governments around the world
imposed safety tests upon vehicle manufacturers that in the main require that the vehicle have:
Primary (active) safety systems to reduce the possibility of an accident;

Primary systems include braking systems, steering, lighting, clear vision, seating positions, stability and
handling.
Secondary (passive) safety systems that protect passengers and pedestrians if an accident should
occur.
Secondary systems include body design, restraint systems, Interior design, door locks (to prevent doors
opening during an accident)
The body design element focuses upon specific requirements and is adopted globally in various formats,
which are then checked by the appointed agencies of a specific country.
Body design requirements include the need to consider.
• The passenger area is kept intact as long as possible

• The impact is absorbed gradually by controlled deformation of the outer parts of the body
• Least possible injury is caused to pedestrians and others who may come into contact with the motor
vehicle:
10
Designs allow for the softer nose to absorb the impact energy usually made of lower strength materials
using a harder reinforcement bracing the integral chassis; this will distribute the initial crash energy.
Space is provided between absorption areas (often referred to as crumple zones) and major components
to prevent intrusion into the passenger cell.
Crash energy is dissipated around the stronger inner construction
The integrated structures or monocoque designs are able to control impact energy because the
chassis and body are integrated they act as one and forces can be managed consistently.
With the separate body and chassis configuration it is possible (dependent upon the point of impact) for
the two to be in effect “fighting each other” with the kinetic energy of the impact being opposite to the
motion energy of the vehicle driving forces.
In this example the impact is to the body and not the chassis, the chassis mounting fixings are often
damaged in these cases, resulting in severe body to chassis misalignment. Similar results will occur if
the chassis only is impacted. In most cases both are impacted resulting in differing energy rates being
transferred. These fundamentals also cause problems for manufacturing engineers in setting active
restraint systems firing thresholds.
It is therefore not possible to manage crash energy anywhere near as efficiently as with the integrated
structures, resulting in the majority of manufacturers of passenger vehicles favouring the integral design
when considering safety.
Body designs are similar for both types of construction when considering side impacts and roll over safety
resulting in strong materials used in the side ring frame and roof areas.
11
“Least possible injury is caused to pedestrians and others who may come into contact with the motor
vehicle”
22% of worldwide motoring fatalities involve

pedestrians struck by vehicles.
Most of the early thinking was focused upon

reducing speed and developing road
improvements.
First considerations in early vehicle designs were to make sure there were no sharp edges and that outer
panels were more rounded. Further considerations have been added over time including vehicle motifs
replaced by badges and radiator grilles becoming integral into vehicle front bumpers.
Since the 1990’s European vehicle manufacturers must achieve high levels of pedestrian protection
within their designs these can come in passive or active formats and should give consideration to
enabling a child or adult to survive an impact at 25mph. Most pedestrian deaths are caused by head
injuries, trauma to the brain by suddenly striking the hard surfaces of the motor vehicle, other disabling
injuries to the pelvis and legs also occur during a pedestrian impact.
Passive Pedestrian Protection
By using improved materials and designs, creating a clearance between the bonnet (where the head will
land) and the components beneath, it is possible to improve the chance of survival substantially. A
clearance of 10cm can be sufficient but most manufacturers create larger areas. Passive designs create
this by heightening the front wings and bonnet on collapsible mountings; engineers can design this to
achieve controlled deceleration of the pedestrian’s head. Examples of passive designs are shown below:
Passive features have been

improving year on year and
built into vehicle front ends as
a legal requirement since the
1990’s
Lower cross members are

fitted to prevent legs from
going under the vehicle,
reducing the risk of pelvic and
lower limb injuries. These also
assist in ensuring the
pedestrian lands correctly on
the bonnet; consideration is
taken for adults and children
12
Active Pedestrian Protection
Some vehicle designs are unable to create the required clearance between the bonnet and under bonnet
components without sacrificing the styling and required aerodynamics of the vehicles purpose; this is
often the case of sports cars and coupes. In these cases the gap is not present in normal driving situations
and is created by components in the event of an impact with a pedestrian.
To create the gap required sensors and activated hinges and catches are included. Sensing is normally
mounted within the bumper assembly and will activate hinges and catches creating the gap required to
prevent the head impacting hard under bonnet components. This works in conjunction with passive
features but in the main are fitted instead of collapsible, spacers, brackets or buffers.
Bonnets can be raised at the front or the rear and usually use pyrotechnic devices. Air bags are also
used to further increase the chances of pedestrian survival and provide better protection for the head
around the screen and pillar areas. Active systems may include recognition of pedestrians and vulnerable
road users to prepare the vehicle in advance of a pedestrian by automatically slowing or stopping the
vehicle, a range of Advanced Driver Assistance Systems use varying technologies to achieve this. These
technologies do not change the design of the vehicle construction.
After design engineers have considered their legal safety requirements the vehicle construction and
materials will have been chosen a vehicle has been created and it will be subject to tests for all safety
systems and components will be subject to test and inspection.
13
Safety tests are a legal requirement and form part of an approval system that ensures vehicles are fit for
purpose and that the three key points are achieved:
• The passenger area is kept intact as long as possible

• The impact is absorbed gradually by controlled deformation of the outer parts of the body
• Least possible injury is caused to pedestrians and others who may come into contact with the motor
vehicle:
The manufacturer or an appointed specialist test facility impacts production vehicles in the front and side.
Representatives from appointed agencies of the country approving observe these tests against specific
criteria. Although these tests are closely monitored they vary from country to country and seemed to be
slow in influencing improvements to safety.
To address this in 1979 the United States National Highway Traffic Safety Administration introduced a
New Car Assessment Programme that would independently test car safety and publish the results
enabling the public to see which cars were the safest. New Car Assessment Programme organisations
are now established around the world doing similar tests and ratings
EuroNCAP was established originally in the UK in 1997 and now fully backed by all European countries
and the European commission, tests are based upon the legally required tests but to a higher
specification, for example the legal frontal test is carried out at 56kmh into a flat barrier the EuroNCAP
test is carried out at 64kmh into an offset barrier which is more demanding and truly tests crash
worthiness.
New car assessment programmes provide ratings directly

to the consumer offering independent data that helps
them to understand vehicle safety factors when
considering their vehicle purchase.
This has proven to be very popular with the consumer

and drives safety developments in vehicle manufacturing
14
The vehicles to be tested are selected by EuroNCAP, members will pay for the tests to be carried out
and results can then be reported independently from the manufacturers influence. However vehicle
manufacturers have seen the benefits of involvement and now include the tests as part of the testing for
a new vehicle, confident that they will pass global statutory legal requirements.
Therefore it is likely that any European or global vehicle manufacturer will design their vehicles to pass
this demanding and evolving suite of tests.
It is a rule of EuroNCAP that a vehicle must be type approved before they will do any of the tests.
The tests are:

Frontal – offset 64kmh Side – 50kmh Side Pole – 32kmh Pedestrian – 40kmh
Rear impact for whiplash

Stability testing - ESC
Seat testing – Adult and child
Crash Avoidance
Star ratings are issued and available to the public via web sites and documented papers. This
continues to be an effective means of continuously improving vehicle and pedestrian safety in vehicle
designs.
Vehicle safety testing has brought about the most dramatic changes in deign and material use,
resulting in continuously improving crash performance.
15
Type approval.
Type approval is required for manufacturers of any product and literally means the product has been
certified in line with requirements for its type.
The documented standards are agreed by countries and regions then adopted and certified by the
individual state (or country) from within.
Vehicle type approval is agreed within the United Nations for example and then defined in more detail to
the relevant legislation of the country certifying the vehicle or vehicle systems. The requirements vary
from country to country, however the standardisation in place has become more commonly shared
making it possible to build vehicles that can be sold globally.
The European community have adopted United Nations regulations and created regional European
directives that are applied throughout the community. In 2012 European Community Whole Vehicle Type
Approval (ECWVTA) – was implemented which requires all new vehicles and their trailers to meet the
required certification, before this date this only applied to passenger vehicles.
Vehicle manufacturers are required to meet consistent safety and environmental standards that are
regularly updated and revised in line with unilateral agreement.
How are vehicles Type approved (Homologation) in the UK?

An appointed body within each individual “state” carries out testing or certification; this approval authority
will carry out the required tests defined within the Directive(s). Certification of Conformity is awarded on
successful completion and accepted in any other member state of the European Union, the awarding
body within the UK is the Vehicle Certification Agency (VCA)
Type approval may be carried out on whole vehicles, systems or components
Type approval will influence vehicles constructions by the definition of the safety and
environmental requirements within.
16
Environmental
It is understood that mankind has contributed to how our environment has changed in recent history, we
have polluted the air we breathe and are changing the climate of the world we live in. The use of Fossil
fuels to generate power for our industries and to drive our transport systems is commonly understood to
be the main contributors. Countries around the world have agreed that certain levels of air quality need
to be achieved to prevent catastrophic events occurring from climate change. The Kyoto protocol and
the Paris agreement are examples.
Emissions from industry and motor vehicles have created what is referred
to as global warming
Carbon dioxide has built up within the earth’s atmosphere causing a
temperature increase, which in turn causes changes to the climate.
Weather changes and long-term effects such as polar ice caps melting
are the results
Vehicles are responsible for

contributing to air quality and to
climate change mainly from the
emissions of Petrol and Diesel
engines. Global Targets have
been set for vehicle emissions
to be reduced
Vehicle manufacturers have emissions “tests” to which they must achieve suitable outcomes to enable
them to build and sell vehicles globally. These targets will be legal requirements set out by global regions
or national governments and specific test targets established by the manufacturer to align to the
expectations of the design.
Exhaust emissions have improved since the internal combustion engine was invented and various laws
have required manufacturers to reduce air pollutants, however some of these changes have increased
the output of carbon dioxide into the atmosphere from motor vehicles.
Manufacturers are turning to alternatives to the internal combustion engine such as Electric vehicles and
Fuel cell vehicles. These vehicles are capable of producing ZERO pollutants into the atmosphere
Vehicle constructions need to be designed to

accommodate different technologies.
Although they appear to be the solution there are
factors such as recharging infrastructure, effects on
the national electricity supply and short journey
ranges to overcome
17
Reducing the amount of fuel that vehicles use is the most effective and immediate reduction in emissions
pollutants, and much progress has been made by improving engine technologies and reducing vehicle
body weights.
Vehicle constructions have changed to enable weight reduction by design and the use of lighter materials.
Using the integrated structures /Monocoque design as enabled design engineers to use multi materials
which provide weight reduction alongside crash energy absorption and dissipation
Outer panels are usually made from thin gauge mild steel or aluminium; this provides low weight and a
softer skin for energy absorbing.
Aluminium is a lightweight material and used to reduce weight and in turn improve emissions, they can
be constructed in the same designs as above, however in the areas where strength is required cast
aluminium’s are likely to be used.
Plastics and composite materials are also amongst the wide range of different materials used to reduce
weight. Carbon fibre has been proven to be a very strong and lightweight material used within motor
sport and is often used as part of the construction. All of these material and design considerations are
driven by environmental concerns and legislation.
18
Legislation in Europe includes vehicle end of life, a directive agreed to ensure vehicles can be disposed
of safely and that recycling of the vehicle and its components are considered during manufacture.
Millions of tonnes of waste is created each year by vehicle end of life, this is referred to as ELV.
The European directive: 200/53/EC; aims to reduce hazardous materials used within the construction
and components of motor vehicles whilst setting targets for recycling of materials at the end of life. For
example vehicles built after; Jan 1st 2015 should be 95% recyclable.
Vehicle manufacturers also need to comply with European directive: 2005/64/EC during type approval to
ensure recoverability and reusability have been considered.
Similar legislation is in place in countries and regions around the world.
As with all legislation this is reviewed and amended at regular intervals.
Vehicle constructions are influenced by these requirements and for example the use of aluminium has
increased due to its recyclability when compared to mixed steels.
Legislation will play a major part in the design and construction of the vehicle – once the Brand design
and body style has been decided it must then meet all the challenges of Global legislation. Most
manufacturers today will want to sell their vehicles all around the world and therefore will need to meet
the relevant standards set out within the directives or laws.
19
Insurance
In most parts of the world it is a legal requirement for owners to have insurance protection for their motor
vehicle, companies provide policies that are then agreed with the vehicle owner. Dependant upon the
details of the policy, the insurers will then pay for damage and injury incurred in an accident to either the
3rd party or to the 3rd party and the insured.
The insurance company will assess the risk of many elements of the vehicle and the owner before
agreeing the price of the policy.
It stands to reason that insurers need to know:
• How likely a vehicle is to have an accident

• How much damage would be incurred
• How much the parts will cost
They also need to know similar information for theft
Insurers in the UK and many other parts of the world have introduced an Insurance group-rating scheme;
this would include assessing the vehicles, purchase cost, performance, security systems along with a
damage and repair-ability assessment.
Insurers around the world have formed the

Research Council for Automotive Repair to
enable a consistent test protocol
The assessment includes an internationally recognised standard 15km/h impact test. Vehicles are
impacted front and rear with an offset biased to the side of the road the testing country drives upon,
insurance claims data shows that this is the most common impact speed in road accidents. Engineers
who calculate the cost to return it to its pre-accident condition then inspect the vehicle being tested.
Vehicle constructions therefore need to accommodate repair-ability, parts replacement and costs into
their design to enable them to get an acceptable insurance group rating.
20
Aerodynamics
Whenever a vehicle is moving, it has to force its way through the air within the atmosphere; this produces
a force called drag, which in effect slows the vehicle down. Aerodynamics studies how air interacts with
solid objects, and automotive aerodynamics focus upon:
• Reducing drag
• Reduce lift / create down-force
• Reduce noise
The four points of Aerodynamics
• Thrust
• Drag
• Lift
• Weight
The amount of drag created will be

relevant to the Thrust and how the
air travels around the vehicle
Early vehicles did not travel fast enough to be concerned about the effects of Drag and Lift as more
focus was upon creating passenger space and accommodating the engine and drive line components.
The desire to go faster came initially from motor sport, aerodynamics was considered rather than just
uprating powerful engines.
Aerodynamics is now a major consideration for vehicle manufacturers, as it will provide good fuel
efficiency, better performance, and noise reduction also in many cases handling will be improved
As the vehicle moves forward the air is pushed all around the vehicle, the more air that needs to be
pushed the greater the amount of drag that is created, this will also directly relate to the speed.
Air that goes under the vehicle will create lift, this will be counter acted by the weight of the vehicle, and
if a vehicle goes fast enough and is too light it can lift from the ground. Racing cars and high performance
vehicles will use the air forced around the vehicle in conjunction with a spoiler to create additional down-
force to prevent lift and improve handling.
Aerodynamics has influenced

smooth body contours with
rounded front ends and low
centres of gravity.
Under-body components such

as shielding are added to
direct the air smoothly under
the vehicle to reduce Drag and
Lift
All of the above design

features also help to reduce
noise levels
Vehicle constructions are influenced greatly by their Aerodynamic requirements
21
Ergonomics
Ergonomics is the
consideration of an
efficient arrangement
and design to
accommodate human
factors.
Materials are carefully

controlled and
selected to ensure
suitable performance
in the event of an
impact
Vehicle manufacturers have to meet legal requirement related to seat position, steering wheel, driver
controls, temperature control, vision fields and many other aspects of ergonomics. Extensive testing and
research will be carried out by Brands to ensure that the driver and passengers are comfortable and that
the interior of the vehicle is user friendly.
Brand Concepts will come

from considering ergonomics
and new technologies
combined
Vehicle constructions may be designed with ergonomics as one of the Brands main considerations
22
Noise levels
The motor vehicle has gained in popularity over time, the number of vehicles on the roads globally was
estimated at 1 billion in 2010 with the UK figure to be around 30 million. With these large numbers it is
necessary to control noise levels of all vehicles.
There are legal levels set around the world for moving vehicles and stationary vehicles, which
manufacturers must meet.
Vehicle noise levels are controlled by

legal requirements and tested during
the design phase.
There are no legal requirements for the

interior of the vehicle, however
designers are constantly looking to
improve the quality of Noise, Vibration
and Harshness, as these elements
result in the vehicle occupants
suffering discomfort.
Noise, Vibration and Harshness will be experienced within the vehicle; noise can also be radiated
externally for others to suffer.
Noise and Vibration can be created by structure borne noise from the vehicle, which can be created,
by Engine, driveline, tyre contact and wind noise. Airborne noise such as whistles and flutter are also
created.
Vibrations are sensed via the vehicle body, seats and steering
Structure borne noise is usually addressed by isolation whilst

Airborne noise is treated with absorption by the use of barrier
materials
Vehicles attain very good outcomes from investing into
• Reducing the source by using balancing and muffling

• Putting barriers in place, such as sound deadening, foam dams and rubber mounts
• Absorbing the sound or vibration with noise absorption foams or dampers
Engineers may also need to change the unwanted sound that is being created by offsetting it with that
of a different frequency, which is more acceptable to the human ear
After considering and experiencing the noise level requirements of a vehicle design the construction
materials and concept may well have changed from the original.
23
Durability
Definition; The ability for a product to last long periods, resist wear and decay whilst performing as it
was originally designed.
Global vehicle production has

resulted in vehicle manufacturers
needing to test their vehicles to the
severest condition’s they are likely
to experience in any of the extreme
climates of the world.
Durability testing is often carried out by independent organisations to establish the capability of the
product. Often a brand will be successful based on its overall capability of their product to last a good
period of time without requiring maintenance or its general appearance and performance declining. The
vehicle construction and chosen materials will be tested to their extreme.
Whole vehicle testing will include:
• Extremes of temperature
• Road surfaces
• Corrosion
• Suspension fatigue
• Body fatigue
• Doors, tailgates and bonnet repeat closure tests
Humans, robots or machines test the vehicle or component by subjecting it to a lifetime of use being
condensed into a very short period of time. Often tested 7 days a week 24 hours per day.
Successful durability testing will

confirm the correct vehicle
construction has been created for the
chosen purpose of the vehicle
24
Summary of Design challenges
The varying influences that are evident in how are vehicles are constructed
History>Brand>Safety tests>insurance>Environmental issues>Design>Aerodynamics>Noise
Motor vehicle manufacturing has evolved from the humble horseless carriage to the modern
examples using high technology materials and power sources. As the vehicle has evolved speed
has increased an outcome of the evolution is the need for safety and environmental tests which
have shaped the designs and constructions.
Brand design engineers have many considerations when designing a vehicle that can be sold
around the world.
The drive for zero emissions combined with the desire for improved comfort and safety will
continue to be major influencers on future designs.
25
Self-Test
Vehicle Construction
1. Distinguish between separate body and chassis and monocoque construction.
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2. Identify and describe three legislative tests likely to be carried out by a manufacturer.
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3. Identify and describe five design tests likely to be carried out by a manufacturer.
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4. Distinguish between primary (active) safety systems and secondary (passive) safety systems and
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1.

Section 1: Historical overview

Gottlieb Daimler built what was considered

The MG Midget, showing typical use of the

Running gear and engine mounted within chassis

Flexible use of mounting different body designs on

Good strength and platform for driveline and

The Citroen Traction Avant was

This was a popular and new design with

This construction is often referred to as

The body shell will support the drive line

Separate body and chassis (composite design) may be

Light goods and car derived van designers will be

Passenger cells (may

Legislative tests will include:

Design tests will include:

Primary (active) safety systems to reduce the possibility of an accident;

Body design requirements include the need to consider.

• The passenger area is kept intact as long as possible

Crash energy is dissipated around the stronger inner construction

22% of worldwide motoring fatalities involve

Most of the early thinking was focused upon

Passive Pedestrian Protection

Passive features have been

Lower cross members are

• The passenger area is kept intact as long as possible

New car assessment programmes provide ratings directly

This has proven to be very popular with the consumer

The tests are:

Rear impact for whiplash

How are vehicles Type approved (Homologation) in the UK?

Type approval may be carried out on whole vehicles, systems or components

Vehicles are responsible for

Vehicle constructions need to be designed to

• How likely a vehicle is to have an accident

They also need to know similar information for theft

Insurers around the world have formed the

The amount of drag created will be

Aerodynamics has influenced

Under-body components such

All of the above design

Vehicle constructions are influenced greatly by their Aerodynamic requirements

Materials are carefully

Brand Concepts will come

Vehicle noise levels are controlled by

There are no legal requirements for the

Structure borne noise is usually addressed by isolation whilst

Vehicles attain very good outcomes from investing into

• Reducing the source by using balancing and muffling

Global vehicle production has

Whole vehicle testing will include:

Successful durability testing will

History>Brand>Safety tests>insurance>Environmental issues>Design>Aerodynamics>Noise

1. Distinguish between separate body and chassis and monocoque construction.

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