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T HE technique of incorporating the chassis, frame-members of a vehicle

10th January 1947
Page 52
Page 53
Page 52, 10th January 1947 — T HE technique of incorporating the chassis, frame-members of a vehicle
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as an integral part of its body, generally referred to as chassisless construction, confers certain definite operating advantages, apart altogether from the facility, with which such structures

can be built. he greatest possible advantage accrues when light alloys are used in such a form of construction; the weight-saving is then outstanding, and hence there follows a marked increase in economy in respect of fuel and tyre consumption.

There is, however, an aspect of chassisless design which is not so generally stressed: it is possible to come down the scale in the matter of weight and dimensions of engine and transmission units without detracting from the general road performance of the machine.

This particular feature was pointed out to us by Mr. H. G. Hicks, joint managing director of John C. Beadle, Ltd., Spital Street, Dartford, when we inspected some examples of chassisless vehicles which are at present being produced by the concern.

Mr. Hicks also showed that, in the case of the Beadle form of construction, the equivalent of an 8-ft.wide vehicle is obtained, the extra space thus made available permitting either the use of wider seats or, if the operator so desires, an increased width of gangway. So far, three prototypes have been built, and it is of interest to note that the engine, gearbox and transmission units employed have been supplied by the operators—the Tilling Group—from old-type veh;cles.

Cominer components, including a Commer petroL engine, were installed in the first exatnple, which, incidentally, has a body constructed of steel, the weight complete being 4 tons 17 cwt. The second machine has Leyland Cub components, with a Gardner 4 LK engine, and the third vehicle is powered and driven by Bedford OWB parts. These machines are built of light alloy and the unladen weight of the former is 3 tons 16 cwt. 2 qrs, and the latter one 3 tons 10 cwt.

There is a further machine on the stocks, in which Dennis Ace components are incorporated, in conjunction with a Gardner 4 LK engine. All these vehicles are single-deckers, of which the designed • seating capacity is for 35 persons, but, as finished, each has seating accommodation for 33 passengers, the result being an unusual air of spaciousness in the interior.

So far as construction is concerned, an important feature is that the types of extruded section employed have been reduced to a minimum, and a further point is that no heat treatment is required on the light-alloy metals used. The reproduced perspective drawing of the complete basic structure gives an excellent impression of the technique followed.

It will be seen that there are four main longitudinals, of which the lines of the two inner ones are unbroken from end to end, whilst the two outer members incorporate the wheel-arches and, on the near side, a recess for the steps of the passenger entrance.

The nine diaphragm cross-bearers are

all 9 ins, deep, which is the depth of the members of the whole structure. In order to impart maximum rigidity to this base, the top edge of each diaphragm is sandwiched between two high-tensile angle members. Thus, any tendency towards twisting when the machine is operating over rough terrain; is effectively resisted.

On this substantial foundation the superstructure is built up by employing inverted U-shaped assemblies in H-sec7 tion material. Incidentally, extensive use is made of H-section extrusions; in connection with the fabrication of which a particularly simple and secure method of jointing has been evolved. Where the necessity arises for such an assembly, the H-section members are machine-slotted locally, a tieplate of 16gauge metal is inserted in the slots, and

ever, dictate minor improvements when the concern is laid out for quantity production.

An excellent example of an integral feature is to be found in the design and fitting of the luggage racks. These items of the interior appointment add immeasurably to the strength of the upper structure, as their special brackets serve as the main ties between the pillars and the roof members. Each rack is continued in a pleasing curve down to the top edge of the windows, and thus embraces the sunken lighting, together with the ventilators and their controls.

Efficient ventilation is ingeniously provided for by a number of hinged flaps which can be opened or closed individually through the agency of a quick-threaded screw with a large milled-headed knob for operation by the passengers. These flaps are concealed by the outer and inner walls of the body, just above the glazing frame. As the air has to pass upwards into the body, rain cannot enter, and a suitable gauze covering just behind the drip edge prevents dust and other foreign matter from passing in with the air. All the windows are, in consequence, of the fixed type, and it is notable that nowhere is water given an opportunity to lodge, ultimately to pass in to cause corrosion. As a safeguard against pos sible corrosion, the metal is specially treated.

There is a sliding door for the passengers at the rear on the near side, and opposite to it is a swinging type of door forming the emergency exit. The doors to the driving compartment are of the sliding type, and at the rear there is a roomy locker.

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