Interacting subframe

General information

General information
An interacting subframe is a construction where the anchoring between the frame
side members and subframe makes the included frames interact as one chassis frame
instead of two separate frames.

An interacting subframe is recommended for vehicles that are sensitive to frame de-
flection and where a low weight is required. For example, chassis frame F950 with
an interacting subframe can increase the surface moment of inertia by 71% compared
with a non-interacting subframe with the same dimensions.

To give an example, a concrete mixer truck and a tipper truck need an interacting
subframe to reduce frame deflection, see figure. For the concrete mixer truck, the in-
teracting subframe also makes it easier on the application’s bearings.

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Interacting subframe
General information
An interacting subframe has a much greater deflection resistance than a non-interact-
ing subframe. The greater deflection resistance can be utilized in the following ways:

• Allowing the interacting subframe to take a larger load.

• Reduce the dimensions to reduce the weight.

In order for an interacting subframe to have as many good qualities as possible, the
anchoring between the included frames must be positioned close together and be rig-

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id. This mainly applies across the section of the chassis subject to high loads. A rigid
anchoring is achieved by using clamping joints. This can be compared with a non- Schematic diagram showing the difference in deflection resistance between a non-in-
interacting subframe that has a more flexible anchoring with a greater distance be- teracting and an interacting subframe.
tween the frame brackets.

In comparison with a non-interacting subframe, a weaker interacting subframe can

be used without reducing vertical strength or rigidity. An interacting subframe can
sometimes be an alternative to a double frame.
Contact your Scania dealer for further information and advice.

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An example of an interacting subframe with closely positioned rigid mountings over
the section of the chassis subject to high loads.

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Interacting subframe
General information

IMPORTANT!

A calculation that confirms the tension in the chassis frame must be submitted to Sca-
nia before any conversion is started if the chassis has a lower frame strength than the
standard factory specification allows. It is necessary to have a dialogue with a sales-
man to select the correct chassis in combination with the desired subframe.

Advantages
The strength and rigidity of the complete frame increase thanks to a larger number of
brackets, and that the brackets are fitted with rivets or tight-fit screws.
The more rigid anchoring of the subframe means that both frames work together to
manage bigger loads with the same deflection, i.e. the strength of the complete frame
combination is increased. In this way, a combination of a weaker chassis frame and
interacting subframe can manage the same load as a normal combination of chassis
frame and non-interacting subframe. Also the load’s centre of gravity is lower when
using a lower interacting subframe.

By selecting a single frame instead of a double frame, the total chassis weight can be
reduced by 200–300 kg, thus enabling the load to be increased while maintaining the
gross vehicle weight.

Disadvantages
Risk for impaired comfort.

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Interacting subframe
General information

Anchoring with clamping joints

Use a clamping joint to achieve a rigid anchoring.
In a clamping joint, the contact surface of the screw or rivet against the edge of the
hole is what fixes the parts in place.

Clamping joints are made using rivets or tight-fit screws. When using tight-fit
screws, a completely reamed hole though the entire joint is required.

More information on clamping joints is found in the Screw joints document.

Use a drill diameter of 13.8 mm and a reamer diameter of 14H8 when making new
holes for M14 tight-fit screws.

Fit the brackets to the chassis frame with a spacing that gives a minimum of
10 x M14 tight-fit screws with property class 10.9 per metre of frame side member.
The number must be increased in areas with large transversal forces. The brackets
can also be riveted to the chassis frame.

When using ready-made 14.8 mm holes from the factory, rivets or M16 tight-fit
screws may be used. Use a drill diameter of 15.8 mm and a reamer diameter of 16H8
for M16 tight-fit screws with property class 10.9.

In the subframe, the brackets should be welded or anchored with tight-fit screws in
the same way as in the frame side member.

IMPORTANT!

Pay particular attention to lateral loads when using frame F950.

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Interacting subframe
Theory

Theory
The moment of inertia for two optimally interacting beams where the underside of
the subframe follows the upper side of the chassis frame as if they were joined to-
gether at the contact surface:
tps tp = Centre of gravity axle
c = Chassis frame
Itot = Ic + Is + Ac · a2 + As · b2 b
s = Subframe
I = Surface moment of inertia
The surface moment of inertia for two non-interacting beams, such that the under- tptot A = Cross-sectional area
side of the subframe can move freely and without friction longitudinally in relation a
to the upper side of the chassis frame. Contact across the whole surface is assumed tpc
to be:

330 448
Itot = Ic + Is

Comparison of the two surface moments of inertia:

Ic + Is + Ac · a2 + As · b2 > Ic + Is

This shows that the moment of inertia for two interacting frames is greater than for
two non-interacting frames. Note that the formulae only apply to the optimum cases.

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Interacting subframe
Distribution of tension

Distribution of tension

tps tps

b b

tptot tptot
a a
tpc tpc

361 978

361 979
The chart shows the distribution of tension in the chassis frame and subframe for a The chart shows the distribution of tension for an interacting subframe.
non-interacting subframe.

Comparing the amplitudes of the tension in the charts shows that an interacting sub-
frame reduces the tension in the chassis frame by approx. 50%. However, the tension
in the subframe increases. Select a subframe that has the same strength as the chassis
frame, i.e. that has a tensile yield limit of at least 500 MPa.

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Interacting subframe
Chart

Chart %
200
1
Vertical deflection tension in frame side member for 180

different ways of connecting the subframe (hx80x6) 160 2

to the chassis frame 140 3

A 160x80x6 mm interacting subframe on F950 gives the same chassis strength as a 120
4
180x80x6 non-interacting subframe with F957. 100
5
An interacting subframe saves 47 kg per frame metre in the area of the side member 80
reinforcement. 60 6

To achieve the same strength with a non-interacting subframe on F950, a subframe 40

height of 290 mm is required. 20
0 h
Note: 0 50 100 150 200 250 300 350

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Even a low interacting subframe will give a considerable reduction in tension.
Theoretical relative vertical deflection tension in % for frame side member as a func-
tion of subframe height, h (mm).
The dashed line at 100% in the chart is the limit for the permitted relative vertical de- 1. F950 with subframe
flection tension. 2. F950 with interacting subframe
3. F957 with subframe
4. F958 with subframe
5. F957 with interacting subframe
6. F958 with interacting subframe

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Interacting subframe
Chart

Vertical deflection rigidity in frame side members x 10000

for different ways of connecting the subframe (hx- 12000
80x6) to the chassis frame
10000 6
Even a 70x80x6 mm interacting subframe on F950 will give the same chassis rigidity
as a 180x80x6 non-interacting subframe with F957.
8000 5
An interacting subframe saves 47 kg per frame metre within the area of the side
member reinforcement. 2
6000
To achieve the same rigidity with a non-interacting subframe on F950, a subframe 4
height of 290 mm is required. 4000 3

Note: 2000 1
Even a low interacting subframe will give a considerable increase in rigidity.
0 h

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0 50 100 150 200 250 300

Theoretical maximum surface moment of inertia in cm4, as a function of subframe

height h (mm).
1. F950 with subframe
2. F950 with interacting subframe
3. F957 with subframe
4. F958 with subframe
5. F957 with interacting subframe
6. F958 with interacting subframe

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Interacting subframe
Calculation example

Calculation example
Note:
The arguments for non-interacting subframes are theoretical, as a standard subframe
is bolted to the chassis frame which contributes a certain amount to the moment of
inertia.

F950 with interacting subframe 70x80x6 F950 with non-interacting subframe 70x80x6 F957 with non-interacting subframe 180x80x6
For the chassis frame: For the chassis frame: For the chassis frame:
Ic = IF950 = 3,877 cm4 Ic = IF950 = 3,877 cm4 Ic = IF957 = 5,953 cm4
AF950 = 39.4 cm²
For the subframe: For the subframe: For the subframe:
Is = I70x80x6 = 108 cm4 Is = I70x80x6 = 108 cm4 Is = I180x80x6 = 964 cm4
A70x80x6 = 13.1 cm²

For this combination the distances from the pro-

files’ centre of gravity to the common centre of
gravity are calculated to be:
a = 4.2 cm
b = 12.8 cm

When the subframe and chassis frame interact: When the subframe and chassis frame do not When the subframe and chassis frame do not inter-
interact: act:
Itot = IF950 + I70x80x6 + AF950 · a2 + A70x80x6 · b2 = Itot = Ic + Is = 3,877 + 108 = 3,985 cm4 Itot = Ic + Is = 5,953 + 964 = 6,917 cm4
= 3 877 + 108 + 39.4 · 4.22 + 13.1 · 12.82 = =
6,826 cm4

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Interacting subframe
Calculation example
With chassis frame F950 and interacting subframe 70x80x6, the moment of inertia
has increased by 6,826/3,985 = 1.71, i.e. 71% compared to a non-interacting sub-
frame.

To achieve approximately the same moment of inertia as F950 with a 70x80x6 inter-
acting subframe compared to non-interacting subframe and chassis frame F957, a
subframe with dimensions 180x80x6 is required.

More information on values for the surface moment of inertia, area and weight for
chassis frames can be found in the document Chassis frames.

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Interacting subframe
Calculation example

Weight savings
Weight:
Chassis frame Subframe
F950 = 30.7 kg/m 70x80x6: 10.2 kg/m
F957 = 50.7 kg/m 180x80x6: 15.4 kg/m

When there are two frame members, a weight saving of 2x20 kg per metre of chassis
frame is achieved. If 70x80x6 is compared with 180x80x6, an additional weight sav-
ing of 2x5.2 kg per metre of subframe is achieved. For example, on a truck with axle
distance of 4,700 mm (the reinforcement extends 5.5 m) this will give a weight sav-
ing of 5.5x2x20 = 220 kg.

If the subframe saving is added to the same section an additional 5.5x2x5.2 = 57.2
kg will be achieved, i.e. a total weight saving of 277 kg.

This applies to a truck with an F950 chassis frame and a 70x80x6 subframe compared
to the same truck with a F957 chassis frame and a 180x80x6 subframe.

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