Description:FIELD OF INVENTION

[0001]Embodiments of the present invention relate to commercial vehicles, particularly a transverse beam for a vehicle chassis.

BACKGROUND

[0002]In a realm of a vehicle configuration, ensuring a structural integrity and a load bearing capacity of trailers and load bodies is paramount. Transverse beams used in the vehicle configuration play a critical role in distributing loads and maintaining an overall stability of the vehicle. Traditional configurations have predominantly relied on C-shaped cross section 100 (shown in Figure 1A and Figure 1B) of the transverse beam due to their simplicity and ease of manufacture. However, the conventional C-shaped cross section 100 comes with several inherent disadvantages that compromise an effectiveness and a reliability over time.

[0003]One of the primary issues with the conventional C-shaped cross section 100 is their inadequate load distribution. The conventional C-shaped cross section 100 is one of: rolled and pressed, which limits a welding area available for securing the transverse beam to a vehicle chassis. The limited welding area leads to weaker joints and increased susceptibility to failure under heavy loads. Moreover, a structural configuration of the conventional C-shaped cross section 100 results in a suboptimal load distribution, which causes uneven stress concentrations and potential failure points in the transverse beams.

[0004]Figure 1C illustrates a stress distribution across the C-shaped cross section 100 of the transverse beam. A colour scale 102a indicates stress levels, with a blue colour representing a low stress and a red colour representing a high stress. Figure 1C depicts the stress concentrations at specific areas within the C-shaped cross section 100. The areas are critical for assessing where the C-shaped cross section 100 is most stressed and where potential failure occurs if not properly fabricated.

[0005]Figure 1D shows the Factor of Safety (FOS) distribution for the C-shaped cross section 100. The colour scale 102b indicates FOS values, with blue representing a high safety and red representing a low safety. Figure 1D illustrates that the majority of the areas of the C-shaped cross section 100 maintain a low factor of safety. Henceforth, the cross section is more likely to experience stress-related failures under the load.

[0006]Prior methods for transverse beam configurations have attempted to address these issues through various means. Some configurations have opted for overengineered C-shaped cross sections, which, while improving the load bearing capacity, result in significantly an increased weight. The additional weight reduces an allowable payload for transporters, making the configurations less efficient and economical. Additionally, the overengineered C-shaped cross sections still fail to address other critical issues such as an inadequate resting area for floor sheets. This insufficiency leads to wobbling and instability of the floor sheet over time, further compromising the structural integrity of the vehicle.

[0007]Another significant drawback of the conventional transverse beam is their susceptibility to crack initiation under an impact loading. The stress concentrations and the poor load distribution inherent in the C-shaped cross sections make them prone to developing cracks, especially when subjected to dynamic loads and impact loads. This vulnerability necessitates frequent maintenance and replacement, adding to operational costs and downtime for the transporters.

[0008]The conventional transverse beam also includes an I-beam and a roll beam. The I-beam provides better load bearing capabilities due to its high moment of inertia. Nevertheless, the I-beam leads to inefficiencies in a weight distribution and an increased material usage. Also, the weight of the I-beams is maximum, and the resting area is minimal. The roll beam is produced through rolling processes, provides a uniform strength along its length and is relatively easy to manufacture. However, an uniformity of the cross-section of the roll beam does not accommodate the specific load distribution needs.

[0009]There are various technical problems with the conventional transverse beam in the prior art. In the existing technology, the conventional transverse beams result in the suboptimal load distribution. The uneven load distribution causes the stress concentrations, leading to the potential failure point. The conventional transverse beams have the restricted welding area for securing the transverse beam to the vehicle chassis. The restricted welding area weakens the joints, making them more susceptible to failure under the heavy load. The conventional transverse beams provide the limited resting area for the floor sheet. The stress concentrations and the poor load distribution make the conventional transverse beams prone to the crack initiation. The conventional transverse beams do not adequately manage and distribute the stress throughout a structure. The poor load distribution and inadequate structural support from the conventional transverse beams affect the overall stability of the vehicle.

[0010]Therefore, there is a need for the transverse beam to address the aforementioned issues by providing an optimal configuration that optimises the weight distribution and enhances the load bearing capacity. Additionally, the transverse beam should be lightweight, durable, and capable of preventing the stress concentrations and the crack initiation.

SUMMARY

[0011]This summary is provided to introduce a selection of concepts, in a simple manner, which is further described in the detailed description of the disclosure. This summary is neither intended to identify key or essential inventive concepts of the subject matter nor to determine the scope of the disclosure.

[0012]In order to overcome the above deficiencies of the prior art, the present disclosure is to solve the technical problem by providing a transverse beam for a vehicle chassis.

[0013]In accordance with an embodiment of the present invention, the transverse beam for the vehicle chassis is disclosed. The transverse beam comprises a base portion, a pair of loading bearing members, and one or more brackets.

[0014]In an embodiment, the base portion comprises one or more apertures, a first side, and a second side. The base portion is configured to provide a sturdy foundation for the transverse beam.

[0015]Yet in another embodiment, each load-bearing member of the pair of load-bearing members extended from the first side and the second side of the base portion isometrically. Each load-bearing member forms a pre-defined angle with the base portion. The pair of load-bearing members are configured to distribute an applied load across the transverse beam for averting at least one of: stress concentrations and a single point of failure. The pre-defined inclined angle ranges between 100 degrees and 120 degrees for averting at least one of: the stress concentration between the base portion and each load-bearing member and sagging of the pair of load-bearing members.

[0016]Yet in another embodiment, the pair of load-bearing members comprises a first edge and a second edge. The first edge and the second edge extend parallelly to the base portion to form a first flange and a second flange respectively. The first flange and the second flange are configured to provide a lateral support to the applied load for averting at least one of: bending and twisting of the pair of load-bearing members.

[0017]Yet in another embodiment, the first flange and the second flange comprise a third edge and a fourth edge. The third edge and the fourth edge extend vertically towards the base portion to form a third flange and a fourth flange respectively. The third flange and the fourth flange are configured to support the first flange and the second flange for optimising the distribution of the applied load and maintaining an alignment of the applied load on the first flange and the second flange.

[0018]Yet in another embodiment, each load-bearing member of the pair of load-bearing members comprises one or more perforations based on one or more parameters. The one or more parameters comprise at least one of: the applied load, material properties of the transverse beam, and stress distribution on the pair of load-bearing members. Each perforation of the one or more perforations is configured as an orthogonal triangle with rounded edges to avert the stress concentration. At least two perforations of the one or more perforations positioned at a pre-defined distance ranges between 35 millimetres (mm) to 70 millimetres (mm). The one or more perforations and the one or more apertures are configured to diminish an overall weight of the transverse beam while maintaining a structural integrity of the pair of load-bearing members.

[0019]Yet in another embodiment, the transverse beam is configured for at least one of: off-road vehicles and on-road vehicles. The transverse beam for the off-road vehicles is configured without the one or more perforations. The transverse beam for the on-road vehicles is configured with the one or more perforations.

[0020]Yet in another embodiment, the one or more brackets is operatively coupled to a first end and a second end of each load-bearing member. The one or more brackets is configured to provide a rigid connection between the transverse beam and the vehicle chassis.

[0021]Yet in another embodiment, the transverse beam is configured with a centralised moment of inertia based on at least one of an: isometric positioning of the pair of load-bearing members and alignment of the first flange, the second flange, the third flange, and the fourth flange to optimise the distribution of the applied load. The transverse beam is constructed from the material with a yield strength ranges between 250 Megapascal (MPa) and 1300 Megapascal (MPa).

[0022]To further clarify the advantages and features of the present invention, a more particular description of the invention will follow by reference to specific embodiments thereof, which are illustrated in the appended figures. It is to be appreciated that these figures depict only typical embodiments of the invention and are therefore not to be considered limiting in scope. The invention will be described and explained with additional specificity and detail with the appended figures.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will be described and explained with additional specificity and detail with the accompanying figures in which:

[0023]Figure 1A illustrates an exemplary isometric view of a conventional C-shaped cross section, in accordance with an embodiment of a prior art;

[0024]Figure 1B illustrates an exemplary side view of the conventional C-shaped cross section, in accordance with an embodiment of the prior art;

[0025]Figure 1C illustrates an exemplary first visual representation depicting a stress distribution of the conventional C-shaped cross section, in accordance with an embodiment of the prior art;

[0026]Figure 1D illustrates an exemplary second visual representation depicting a factor of safety (FOS) distribution of the conventional C-shaped cross section, in accordance with an embodiment of the prior art;

[0027]Figure 2A illustrates an exemplary isometric view of a transverse beam, in accordance with an embodiment of the present invention;

[0028]Figure 2B illustrates an exemplary isometric bottom view of the transverse beam along with a front view of a load-bearing member , in accordance with an embodiment of the present invention;

[0029]Figure 2C illustrates an exemplary side view of the transverse beam, in accordance with an embodiment of the present invention;

[0030]Figure 2D illustrates an exemplary bottom view of the transverse beam, in accordance with an embodiment of the present invention;

[0031]Figure 2E illustrates an exemplary front view of the load-bearing member without one or more perforations, in accordance with an embodiment of the present invention;

[0032]Figure 3A illustrates an exemplary third visual representation depicting the stress distribution of the transverse beam, in accordance with an embodiment of the present invention; and

[0033]Figure 3B illustrates an exemplary fourth visual representation depicting the FOS distribution of the transverse beam, in accordance with an embodiment of the present invention.

[0034]Further, those skilled in the art will appreciate that elements in the figures are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the method steps, chemical compounds, equipment and parameters used herein may have been represented in the figures by conventional symbols, and the figures may show only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the figures with details that will be readily apparent to those skilled in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF THE PRESENT INVENTION

[0035]For the purpose of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiment illustrated in the figures and specific language will be used to describe them. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Such alterations and further modifications in the illustrated system, and such further applications of the principles of the disclosure as would normally occur to those skilled in the art are to be construed as being within the scope of the present disclosure.

[0036]The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such a process or method. Similarly, one or more components, compounds, and ingredients preceded by "comprises... a" does not, without more constraints, preclude the existence of other components or compounds or ingredients or additional components. Appearances of the phrase "in an embodiment", "in another embodiment" and similar language throughout this specification may, but not necessarily do, all refer to the same embodiment.

[0037]Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this disclosure belongs. The system, methods, and examples provided herein are only illustrative and not intended to be limiting.

[0038]In the following specification and the claims, reference will be made to a number of terms, which shall be defined to have the following meanings. The singular forms “a”, “an”, and “the” include plural references unless the context clearly dictates otherwise.

[0039]Embodiments of the present invention relate to a transverse beam for a vehicle chassis.

[0040]As used herein the term “transverse beam” refers to a structural component configured to distribute an applied load effectively. The transverse beam is perpendicular to vehicle chassis members, specifically a longitudinal beam associated with the vehicle chassis members. By effectively managing a distribution of a stress of the applied load, the transverse beam contributes to a durability and a safety of the vehicle chassis.

[0041]As used herein the term “vehicle chassis” refers to a structural framework of a vehicle, providing a support and housing for components including engine, transmission, suspension, and the like. The vehicle chassis serves as a base upon which a body, wheels, a floor sheet, and other parts are mounted.

[0042]Figure 2A illustrates an exemplary isometric view of the transverse beam 200, in accordance with an embodiment of the present invention;

[0043]Figure 2B illustrates an exemplary isometric bottom view of the transverse beam 200 along with a front view of a load-bearing member 204a, in accordance with an embodiment of the present invention;

[0044]Figure 2C illustrates an exemplary side view of the transverse beam 200, in accordance with an embodiment of the present invention; and

[0045]Figure 2D illustrates an exemplary bottom view of the transverse beam 200, in accordance with an embodiment of the present invention.

[0046]According to an exemplary embodiment of the disclosure, the transverse beam 200 for the vehicle chassis is disclosed. The transverse beam 200 comprises a base portion 202, the pair of loading bearing members 204, and one or more brackets 206.

[0047]In an exemplary embodiment, the base portion 202 comprises one or more apertures 208, a first side 210, and a second side 212. The first side 210 and the second side 212 are the two sides of the base portion 202 configured with a maximum length as compared to other two sides of the base portion 202. The base portion 202 is configured to provide a robust and reliable foundation for the transverse beam 200. The base portion 202 ensures that the transverse beam 200 remains stable and secure, thereby enhancing the overall performance and the durability of the transverse beam 200.

[0048]In an exemplary embodiment, each load-bearing member (204a, 204b) of the pair of load-bearing members 204 extends from the first side 210 and the second side 212 of the base portion 202 isometrically. Isometrically means that the pair of load-bearing members 204 are configured to extend in equal proportions and at symmetrical pre-defined angles from the base portion 202, ensuring the balanced structural support. Each load-bearing member (204a, 204b) forms the pre-defined angle with the base portion 202, ensuring a consistent and reliable configuration that enhances the structural integrity of the transverse beam 200. The structural integrity refers to the ability of the transverse beam 200 to withstand the applied load without experiencing a failure and a significant deformation.

[0049]In another exemplary embodiment, the floor sheet is mounted on top of the transverse beam 200. When the applied load is applied to the floor sheet, the transverse beam 200 absorbs and distributes forces of the load across its length. This ensures that the applied load is evenly distributed and prevents localised stress concentrations that lead to structural failures.

[0050]The pair of load-bearing members 204 are configured to distribute the applied load across the transverse beam 200, effectively reducing a likelihood of the stress concentrations, a single point of failure, and the like. The pair of load-bearing members 204 is configured to maintain the durability and a longevity of the transverse beam 200. The transverse beam 200 is configured to distribute the applied load evenly, thereby preventing areas of high stress that may lead to damage and the structural failure.

[0051]In an illustrative embodiment, the base portion 202 and the pair of load-bearing members 204 are shaped as rectangles. The rectangular configuration of the base portion 202 and the pair of load-bearing members 204 provide the robust and stable foundation, ensuring even the load distribution and the structural integrity. The uniform shape of the base portion 202 and the pair of load-bearing members 204 optimise the ability to support and distribute the applied loads effectively throughout the transverse beam 200.

[0052]In another alternative embodiment, the shape of the base portion 202 and the pair of load-bearing members 204 may vary depending on specific structural requirements and application needs. The shapes such as, but not limited to, at least one of: a trapezoidal shape, a flat oval shape, triangular, hexagonal, circular, other polygonal configurations, and the like may be employed to enhance certain structural characteristics and to fit within constraints of different vehicle chassis configurations. The variations in the shape allow for flexibility in manufacturing and application, ensuring that the transverse beam 200 is adapted to meet a wide range of performance criteria and operational demands.

[0053]The pre-defined inclined angle ranges between 100 degrees and 120 degrees to optimise the load distribution and minimise structural issues. The pre-defined inclined angle range is chosen to avert the stress concentrations between the base portion 202 and each load-bearing member (204a, 204b), which occurs when the load is not evenly distributed. Additionally, the pre-defined angle prevents sagging of the pair of load-bearing members 204, which compromises the stability and effectiveness of the transverse beam 200. By maintaining the pre-defined inclined angle range, the transverse beam 200 withstands the applied load without experiencing undue stress and the deformation.

[0054]In another exemplary embodiment, the pre-defined inclined angle of the pair of load-bearing members 204 may be adjusted according to specific requirements beyond the pre-defined range (between 100 degrees and 120 degrees). The adjustment of the inclined angle beyond the pre-defined range allows for customisation based on the unique load distribution needs and structural demands of the diverse applications.

[0055]In an exemplary embodiment, the pair of load-bearing members 204 are configured with a first edge 218 and a second edge 220. The first edge 218 and the second edge 220 are topmost edges of the pair of load-bearing members 204. A first load-bearing member 204a of the pair of load-bearing members 204 is configured with the first edge 218. A second load-bearing member 204b of the pair of load-bearing members 204 is configured with the second edge 220. The first edge 218 and the second edge 220 extend parallelly to the base portion 202, ensuring a uniform and stable structure. The parallel extension allows for the formation of a first flange 224 and a second flange 226.

[0056]The first flange 224 and the second flange 226 are configured to provide a lateral support to the applied load. The floor sheet rests on the first flange 224 and the second flange 226 on which the load is placed. The lateral support is essential to prevent the structural issues including bending, twisting, and the like which compromise the stability and the durability of the pair of load-bearing members 204. By averting the bend, the first flange 224 and the second flange 226 ensure that the pair of load-bearing members 204 withstand the applied forces without deforming. By preventing the twist, the first flange 224 and the second flange 226 maintain the alignment and proper functioning of the pair of load-bearing members 204 under diverse load conditions.

[0057]In an exemplary embodiment, the first flange 224 and the second flange 226 comprise a third edge 228 and a fourth edge 230. The third edge 228 and the fourth edge 230 are opposite to the first edge 218 and the second edge 220 respectively. The third edge 228 and the fourth edge 230 extend vertically towards the base portion 202. The vertical extension of the third edge 228 and the fourth edge 230 allows for the formation of a third flange 232 and a fourth flange 234 respectively. By extending vertically, the third flange 232 and the fourth flange 234 provide a vertical support for the first flange 224 and the second flange 226.

[0058]The third flange 232 and the fourth flange 234 are configured to support the first flange 224 and the second flange 226. The support is essential for optimising the distribution of the applied load across the transverse beam 200. The third flange 232 and the fourth flange 234 provide more area to distribute the load more evenly, reducing the chances of stress concentrations that lead to the structural failure. Additionally, the third flange 232 and the fourth flange 234 are configured to maintain the alignment of the applied load on the first flange 224 and the second flange 226. The proper alignment ensures that the load is carried efficiently. The configuration of the transverse beam 200 enhances the overall strength and the reliability of the transverse beam 200, ensuring the transverse beam 200 performs effectively under the diverse load conditions.

[0059]In an illustrative embodiment, the first edge 218, the second edge 220, the third edge 228, and the fourth edge 230 are chamfered edges. The chamfered edges provide an optimal stiffness that prevents issues such as cracking and breaking of the floor sheets. The chamfered edges reduce the likelihood of rolling issues that deform the transverse beam 200 under the high load.

[0060]In an exemplary embodiment, the pair of load-bearing members 204 comprises one or more perforations 222. A count of the one or more perforations 222 may vary based on the one or more parameters. The one or more parameters may comprise, but not limited to, at least one of: the applied load, material properties of the transverse beam 200, the stress distribution on the pair of load-bearing members 204, and the like. By taking the one or more parameters into account, the one or more perforations 222 contribute to the overall functionality and the durability of the transverse beam 200.

[0061]For instance, if the applied load is high, the one or more perforations 222 may be small in size to ensure the transverse beam 200 handles the increased stress without compromising the integrity. For lighter loads, the one or more perforations 222 may be larger in size and are employed to reduce the overall weight while maintaining the sufficient strength.

[0062]For instance, if the transverse beam 200 is constructed from the material with a high yield strength, then the one or more perforations 222 may be larger in size without compromising the structural integrity. If the material is configured with the lower yield strength, the one or more perforations 222 need to be smaller in size to avoid the weakening of the transverse beam 200.

[0063]The one or more perforations 222 is configured to ensure an even distribution of the stress across the transverse beam 200. In areas where the stress concentration is high, the one or more perforations 222 small in size are placed to prevent the stress from accumulating at specific points, which leads to the failure. In lower stress areas, the one or more perforations 222 larger in size are employed to reduce the weight without compromising the strength of the transverse beam 200.

[0064]In an illustrative embodiment, each perforation 222 of the one or more perforations 222 is shaped as an orthogonal triangle with rounded edges. The orthogonal triangle shape provides structural benefits, while the rounded edges are included to reduce the stress concentrations. The stress concentrations are areas on the transverse beam 200 where the stress is likely to be higher and potentially cause the damage. By including the one or more perforations 222 as well as the one or more apertures 208, the overall weight of the transverse beam 200 is reduced without compromising the strength and the ability to bear the applied loads. Based on the requirements of the applied loads, the one or more apertures 208 and the one or more perforations 222 may be eliminated.

[0065]The one or more perforations 222 are operatively placed on the pair of the load-bearing members 204 to ensure that the one or more perforations 222 do not obstruct load distribution paths. By optimising the size and the placement of each perforation 222, the transverse beam 200 effectively distributes the stress of the applied loads without creating weak points and disrupting the uniform distribution of the forces.

[0066]In another exemplary embodiment, the first flange 224 and the second flange 226 may configured with the one or more apertures 208. The one or more perforations 222 and the one or more apertures 208 are configured to enhance the efficiency and the performance of the transverse beam 200, making the transverse beam 200 lighter and more resilient.

[0067]The transverse beam 200 is configured for at least one of: off-road vehicles, on-road vehicles, and the like. The transverse beam 200 for the off-road vehicles is configured without the one or more perforations 222. The transverse beam 200 for the on-road vehicles is configured with the one or more perforations 222.

[0068]At least two perforations 222 of the one or more perforations 222 are positioned at a pre-defined distance that ranges between 35 millimetres (mm) to 70 millimetres (mm), providing a balance between the structural integrity and weight reduction. In another exemplary embodiment, the transverse beam 200 with the pre-defined distance between each perforation 222 ranging between 50 mm to 70 mm is considered for terrain vehicles. The terrain vehicles are configured to travel on a variety of roads, including both paved roads and unpaved roads. The terrain vehicles operate on both off-road routes and on-road routes where off-road usage is 25 percent to 60 percent. The off-road refers to unpaved and rugged roads. The on-road refers to paved and regular roads. The terrain vehicles operate on the unpaved roads 25 percent to 60 percent of a time. Henceforth, the terrain vehicles are configured with the transverse beam 200 having the small size of the one or more perforations 222 to optimise the load bearing capacity on the unpaved roads.

[0069]In another exemplary embodiment, the transverse beam 200 with the pre-defined distance between each perforation 222 ranging between 35 mm to 50 mm is considered for the on-road vehicles. The on-road vehicles (e.g., Fast-Moving Consumer Goods (FMCG)) spend most of the time on the road with less than 25 percent off-road usage. The on-road vehicles primarily operate on the paved roads. The FMCG are products that are sold quickly at relatively low cost. The on-road vehicles spend less than 25 percent of the time on the unpaved roads. Henceforth, the on-road vehicles are configured with the transverse beam 200 having the larger size of the one or more perforations 222 to reduce the unnecessary weight and optimise the performance of the transverse beam 200. The light on-road vehicles may comprise, but not limited to, at least one of: delivery vans, light-duty trucks, passenger vehicles, and the like.

[0070]In an exemplary embodiment, the one or more brackets 206 is attached to both a first end 214 and a second end 216 of each load-bearing member (204a, 204b). The first end 214 and the second end 216 are at least one of a: right end and left end of the pair of the load-bearing members 204. The one or more brackets 206 is configured to ensure a strong and stable connection between the transverse beam 200 and the vehicle chassis, thereby preventing any movement compromising the structural integrity of the transverse beam 200 and the overall stability of the vehicle. The rigid connection facilitated by the one or more brackets 206 assists in maintaining the alignment and the positioning of the transverse beam 200.

[0071]In an illustrative embodiment, one bracket 206 of the one or more brackets 206 is attached to both the first end 214 and the second end 216 of each load-bearing member (204a, 204b). In another exemplary embodiment, multiple smaller brackets may be used at the first end 214 and the second end 216 of each load-bearing member (204a, 204b). This approach involves using the multiple smaller brackets rather than the one large bracket 206, which assists to reduce the overall size and the weight of the one or more brackets 206 while maintaining the effective support.

[0072]In another exemplary embodiment, the one or more brackets 206 is connected to the longitudinal beam of the vehicle chassis through, but not restricted to, at least one of: plug welding, fillet welding, Gas Tungsten Arc Welding (GTAW), Gas Metal Arc Welding (GMAW), and the like. The plug welding is configured to attach the transverse beam 200 to the vehicle chassis. The plug welding is a welding procedure where a space at a centre 236 of each bracket 206 is filled with a weld material to join each bracket 206 of the one or more brackets 206 to the vehicle chassis. In another exemplary embodiment, outer edges of the centre 236 may also filled with the weld material to join each bracket 206 to the vehicle chassis. The fillet welding is the welding procedure used to join each bracket 206 to the transverse beam 200 at a right angle, forming a triangular cross-section. The fillet welding is employed to create strong corner joints and welds along edges of the one or more brackets 206. The GTAW employs a tungsten electrode to produce the weld material. A weld area is protected from contamination by an inert gas. The GMAW involves feeding a continuous wire electrode through a welding gun and using the inert gas to protect the weld material from contaminants.

[0073]In an exemplary embodiment, the transverse beam 200 is configured with an optimal thickness ranging from 2 mm to 6 mm, which is considered optimal for balancing the strength and the weight. Based on the load requirements, the thickness range may vary for the optimal load bearing capacity. The configuration of the transverse beam 200 is configured with a centralised moment of inertia of the transverse beam 200 for evenly distributing the applied load across the transverse beam 200 and enhancing the overall performance of the transverse beam 200. The centralised moment of inertia is based on at least one of: an isometric positioning of the pair of load-bearing members 204, the alignment of the first flange 224, the second flange 226, the third flange 232, and the fourth flange 234, and the like.

[0074]The material employed to construct the transverse beam 200 is configured with the optimal yield strength that ranges between 250 Megapascal (MPa) and 1300 Megapascal (MPa), ensuring that the transverse beam 200 withstands the significant stress and the loads without deforming. The combination of the material strength and structural optimisation results in the robust and efficient transverse beam 200 that maintains the structural integrity under the diverse load conditions. The materials may comprise, but not limited to, at least one of a: steel, aluminium, and the like.

[0075]In an exemplary embodiment, a laser cutting procedure is employed to manufacture the transverse beam 200 due to a precision and a versatility. The laser cutting procedure employs a focused laser beam to cut through the transverse beam 200 with a high accuracy, allowing for intricate configurations and tolerances. The laser cutting procedure ensures clean edges and a minimal thermal distortion, which is crucial for maintaining the structural integrity and quality of the transverse beam 200. The laser cutting procedure also facilitates an efficient material usage by minimising a waste for producing complex geometries and detailed features in the transverse beam 200.

[0076]Figure 2E illustrates an exemplary front view of the load-bearing member 204a without the one or more perforations 222, in accordance with an embodiment of the present invention.

[0077]In another exemplary embodiment, Figure 2E depicts that the transverse beam 200 is not configured with the one or more perforations 222, ensuring the maximum strength. The transverse beam 200 without the one or more perforations 222 is employed for the heavy off-road vehicles that are off-road for more than 60 percent of the service time and experience the high impact loads. The heavy off-road vehicles are employed in rough terrains such as mining. The heavy off-road vehicles are configured to carry the heavy loads and withstand harsh conditions. The heavy off-road vehicles spend over 60 percent of the operating time on the unpaved and rough roads. The heavy off-road vehicles encounter the significant forces and shocks due to the rough roads. Henceforth, the one or more perforations 222 are eliminated in the transverse beam 200 for optimal load carrying capacity. The heavy off-road vehicles may comprise, but not restricted to, at least one of: mining trucks, construction vehicles, military transporters, and the like.

[0078]Figure 3A illustrates an exemplary third visual representation 300A depicting the stress distribution of the transverse beam 200, in accordance with an embodiment of the present invention.

[0079]In an exemplary embodiment, a Finite Element Analysis (FEA) is employed to analyse a behaviour of the transverse beam 200 under the diverse load conditions. The FEA is a computational procedure employed to predict how the transverse beam 200 responds to various physical forces and conditions. The third visual representation 300A depicts the stress distribution in the transverse beam 200. A Von Mises stress criterion is employed to predict yielding of the transverse beam 200 under any load condition from the results of simple uniaxial tensile tests. The Von Mises stress criterion is configured to determine the transverse beam 200 one of a: yield and fail under the complex load conditions. A colour scale 302a indicates the levels of the stress, with a blue colour representing the low stress and a red colour representing the high stress. The third visual representation 300A depicts that the transverse beam 200 is experiencing the minimal stress.

[0080]Figure 3B illustrates an exemplary fourth visual representation 300B depicting a factor of safety (FOS) distribution of the transverse beam 200, in accordance with an embodiment of the present invention.

[0081]In an exemplary embodiment, the fourth visual representation 300B depicts the FOS distribution. The FOS is a measure of the load bearing capacity of the transverse beam 200 beyond the expected loads and actual loads. The colour scale 302b indicates FOS values, with blue representing a high safety and red representing a low safety. The fourth visual representation 300B depicts that the transverse beam 200 is configured with a high FOS.

[0082]Numerous advantages of the present disclosure may be apparent from the discussion above. In accordance with the present disclosure, the transverse beam for the vehicle chassis is disclosed. The transverse beam optimises the load bearing capacity by providing a lightweight yet robust framework that ensures the even stress distribution across the transverse beam. The configuration of the transverse beam effectively balances and supports the applied loads, reducing the stress concentrations and minimising the risk of the deformation and the failure.

[0083]The transverse beam is essential for a wide range of the vehicles that require robust and reliable support structures. The transverse beam is employed for trailers, load bodies, heavy-duty trucks, and the like that transport significant payloads. The transverse beam is employed in industries such as logistics, construction, agriculture, and the like where the transportation of heavy and unevenly distributed cargo is common.

[0084]While specific language has been used to describe the invention, any limitations arising on account of the same are not intended. As would be apparent to a person skilled in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein.

[0085]The figures and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. For example, order of processes described herein may be changed and are not limited to the manner described herein. Moreover, the actions of any flow diagram need not be implemented in the order shown; nor do all of the acts need to be necessarily performed. Also, those acts that are not dependent on other acts may be performed in parallel with the other acts. The scope of embodiments is by no means limited by these specific examples.
, C , C , Claims:I/ We claim:
1. A transverse beam (200) for a vehicle chassis, comprising:
a base portion (202) comprises one or more apertures (208), a first side (210), and a second side (212), configured to provide a sturdy foundation for the transverse beam (200);
a pair of load-bearing members (204), each load-bearing member (204a, 204b) of the pair of load-bearing members (204) extended from the first side (210), and the second side (212) of the base portion (202) isometrically and forming a pre-defined angle with the base portion (202),
the pair of load-bearing members (204) configured to distribute an applied load across the transverse beam (200) for averting at least one of: stress concentrations and a single point of failure; and
one or more brackets (206) operatively coupled to a first end (214) and a second end (216) of each load-bearing member (204a, 204b) of the pair of load-bearing members (204), configured to provide a rigid connection between the transverse beam (200) and the vehicle chassis.
2. The transverse beam (200) as claimed in claim 1, wherein the pair of load-bearing members (204) comprises a first edge (218) and a second edge (220),
the first edge (218) and the second edge (220) extend parallelly to the base portion (202) to form a first flange (224) and a second flange (226) respectively; and
the first flange (224) and the second flange (226) are configured to provide a lateral support to the applied load for averting at least one of: bending and twisting of the pair of load-bearing members (204).
3. The transverse beam (200) as claimed in claim 2, wherein the first flange (224) and the second flange (226) comprise a third edge (228) and a fourth edge (230),
the third edge (228) and the fourth edge (230) are extending vertically towards the base portion (202) to form a third flange (232) and a fourth flange (234) respectively; and
the third flange (232) and the fourth flange (234) are configured to support the first flange (224) and the second flange (226) for optimising the distribution of the applied load and maintaining an alignment of the applied load on the first flange (224) and the second flange (226).
4. The transverse beam (200) as claimed in claim 1, wherein the pre-defined inclined angle ranges between 100 degrees and 120 degrees for averting at least one of: the stress concentration between the base portion (202) and each load-bearing member (204a, 204b) of the pair of load-bearing members (204), and sagging of the pair of load-bearing members (204)

5. The transverse beam (200) as claimed in claim 1, wherein each load-bearing member (204a, 204b) of the pair of load-bearing members (204) comprises one or more perforations (222) based on one or more parameters,
the one or more parameters comprise at least one of: the applied load, material properties of the transverse beam (200), and stress distribution on the pair of load-bearing members (204).
6. The transverse beam (200) as claimed in claim 1, wherein the transverse beam (200) configured for at least one of: off-road vehicles and on-road vehicles,
the transverse beam (200) for the off-road vehicles configured without the one or more perforations (222), and
the transverse beam (200) for the on-road vehicles configured with the one or more perforations (222).
7. The transverse beam (200) as claimed in claim 5, wherein each perforation (222) of the one or more perforations (222) configured as an orthogonal triangle with rounded edges to avert the stress concentration,
at least two perforations (222) of the one or more perforations (222) positioned at a pre-defined distance ranges between 35 millimetres (mm) to 70 millimetres (mm).
8. The transverse beam (200) as claimed in claim 1, wherein the one or more perforations (222) and the one or more apertures (208) configured to diminish an overall weight of the transverse beam (200) while maintaining a structural integrity of the pair of load-bearing members (204).
9. The transverse beam (200) as claimed in claim 1, wherein the transverse beam (200) configured with an optimal thickness range of 2 millimetres (mm) to 6 millimetres (mm).
10. The transverse beam (200) as claimed in claim 1, wherein the transverse beam (200) is configured with a centralised moment of inertia based on at least one of an: isometric positioning of the pair of load-bearing members (204) and alignment of the first flange (224), the second flange (226), the third flange (232), and the fourth flange (234) to optimise the distribution of the applied load.
11. The transverse beam (200) as claimed in claim 1, wherein the transverse beam (200) is constructed from the material with a yield strength ranges between 250 Megapascal (MPa) and 1300 Megapascal (MPa).
Dated this 22nd day of August 2024

Vidya Bhaskar Singh Nandiyal
Patent Agent (IN/PA-2912)
IPexcel Services Pvt. Ltd
AGENT FOR THE APPLICANT