Bulk tankers. General information General information. Scania Truck Bodybuilder 22: Issue Scania CV AB 2017, Sweden 1 (11)

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1 General information General information Bulk tankers are used for the transportation of dry goods such as pellets, cement and foundry sand. Examples of common bulk bodies: Horizontal cylindrical tank Horizontal cylindrical tipping tank Vertical cylindrical tanks Spherical tank The bodywork is regarded as being extra torsionally rigid. The instructions in this document were developed to optimise the vehicle with regard to the following factors: Lowest possible sensitivity to frame oscillations that cause discomfort Load sharing Selection of attachment type and the location of attachments The instructions assume that the bodywork is designed as an extra torsionally rigid and bend rigid unit. Note: To ensure minimum level of frame oscillations that cause discomfort, the vehicle must be test-driven with its bodywork completed. Test driving must be carried out with a full load, partial load and without load as it cannot be predicted when any frame oscillations that cause discomfort will occur. More information on troubleshooting and the elimination of frame oscillations that cause discomfort is found in the document Discomfort caused by vibrations. More information is found in the following documents: Selecting the subframe and attachment Subframe design Discomfort caused by vibrations Axle weight calculations Weighing equipment Scania CV AB 2017, Sweden 1 (11)

2 Preparing the vehicle with options from the factory General information Order finished solutions and preparations from the factory. Retrofitting will lead to higher costs. For example, there are finished solutions for power take-offs and electrical preparations for power take-offs that can be ordered from the factory. More information on finished solutions and preparations that can be ordered from the factory is found on the Scania Truck Bodybuilder website. More information on possible power take-offs from the factory is found in the document Selecting a power take-off. More information on Scania s power take-offs is found in the document for the respective power take-off: Example of a search term: EG651P. Examples of filters: Type of work: Selection of power take-off and hydraulic equipment. Type of product: EG power take-off. More information on the options for hydraulic equipment is found in the document Components for hydraulic equipment. Scania CV AB 2017, Sweden 2 (11)

3 Try to achieve as short an axle distance as possible to reduce the risk of frame oscillations that cause discomfort. The maximum permitted axle weight limits how short the axle distance may be. Position the bodywork as far forward as the front axle weight allows. The bodywork centre of gravity should be as low as possible to reduce the rolling moment. Bulk tankers can be built with or without a subframe, see illustrations. The advantages of using a subframe are as follows: Even distribution of the load Dampening of frame oscillations that cause discomfort Greater possibility of correct location of the foremost attachments according to Scania s recommendations Example of a bulk tanker with subframe IMPORTANT! Scania recommends the use of a subframe. The option of not using a subframe can save weight, but increases the sensitivity to frame oscillations that cause discomfort. Contact a Scania dealer for more information about the vehicle s construction Example of a bulk tanker without subframe. Scania CV AB 2017, Sweden 3 (11)

4 Design of bodywork with subframe The subframe moves in relation to the chassis frame due to torsional movements that occur when the vehicle is in motion. The movement is dampened by the friction that occurs between the subframe and chassis frame. For the friction to be as great as possible, the subframe must follow the shape of the chassis frame and have as great a contact area as possible to the frame side members, see illustration The subframe must have as great a contact area as possible to the frame side members. Subframe location The subframe must be pulled forward and attached to the chassis frame as close to the foremost front axle as possible. This decreases the load on the chassis frame and reduces the risk of frame oscillations that cause discomfort. Maximum permitted distance between the centre of the foremost front axle and the front edge of the subframe is 600 mm, see illustration. Use of the foremost body adaptation bracket, which is factory-fitted, ensures that the subframe is drawn sufficiently far forward Scania CV AB 2017, Sweden 4 (11)

5 Selection and location of attachments IMPORTANT! Design the attachments and fit the body adaptation brackets so that the vertical forces from the bodywork do not cause high torsional forces in the frame side members. High torsional forces in the frame side members can cause damage to the chassis frame. Minimise the transfer of torsional movements from the chassis frame to the subframe When the vehicle is in motion, torsional forces arise which can generate torsional movements in the chassis frame, see illustration. Transfer of torsional movement from the chassis frame to the bodywork must be minimised to counteract high torsional forces in the bodywork and its attachments Torsional forces that can generate torsional movements in the chassis frame when the vehicle is in motion. Scania CV AB 2017, Sweden 5 (11)

6 IMPORTANT! Minimise the transfer of torsional movement from the chassis frame by using flexible attachments between the subframe and chassis frame in the front section of the vehicle. Follow Scania s guidelines for the location and selection of attachment type and body adaptation brackets. More information on body adaptation brackets, their location and selection of attachment type is found in the following documents: Bodywork attachment Selecting the subframe and attachment More information on the location of body adaptation brackets and holes is found in the vehicle s chassis drawing, ICD (Individual Chassis Drawing). Scania CV AB 2017, Sweden 6 (11)

7 Attachments in the front section of the vehicle (A) Fit the subframe using flexible attachments that allow the following movements in relation to the chassis frame: Longitudinal displacement Certain upward movement The size of the movements depends on driving conditions and the torsional rigidity of the bodywork. The attachments must control the sideways movement of the subframe. A B C D Location of the foremost attachment To counteract any frame oscillations, the foremost bodywork attachment point must be as close to the foremost front axle as possible. Maximum permitted distance between the centre of the foremost front axle and foremost attachment screw in the subframe is 725 mm, see illustration. Use of the foremost body adaptation bracket, which is factory-fitted, ensures that the attachment is sufficiently far forward Scania CV AB 2017, Sweden 7 (11)

8 Attachments in the rear section (B) and rear end (C) of the vehicle Fit the subframe with rigid attachments so that they give the necessary rigidity between the subframe and chassis frame. The attachments must control the sideways movement of the subframe. Attachments at the transition between the vehicle s front section and rear section (D). Different driving conditions require different limitations in mobility between the chassis frame and the subframe. Increase or decrease the mobility between the subframe and chassis frame by adapting and redistributing the attachments in the transition between the vehicle s front section and rear section (D). More flexible attachments located further back give increased mobility and more rigid attachments located further forward give reduced mobility. A B C D Scania CV AB 2017, Sweden 8 (11)

9 Design of bodywork without subframe Bulk tankers without subframe require a rigid chassis frame. For the chassis frame to be as rigid as possible, bodywork without subframe should preferably be built on trucks with a double frame. The truck must have a double frame from the factory as such a solution cannot be retrofitted. Note: Locate the bodywork attachment points to achieve the best possible load distribution across the chassis frame. This can be achieved, for example, in the following ways: By using more attachments and thereby increasing the number of support points. By using attachments with as large a contact area as possible to the chassis frame Scania CV AB 2017, Sweden 9 (11)

10 Attachments between the chassis frame and bodywork Driving a vehicle with a torsionally rigid bodywork requires flexible attachments between the chassis frame and bodywork. The attachments must allow the following movements: Certain upward movement and possibly a small downward movement Longitudinal displacement The attachments must control the sideways movement of the bodywork. The size of the movements depends on the driving conditions. Place the brackets with a maximum of 1,500 mm centre distance and adjacent to the spring brackets or chassis crossmembers. A B C Scania CV AB 2017, Sweden 10 (11)

11 Design and location of the foremost attachment Note: To counteract frame oscillations, the foremost bodywork attachment must be placed as close to the front axle as possible. 1 Maximum permitted distance between centre of front axle and front attachment screw in the foremost attachment is 725 mm, see illustration. Use of the foremost body adaptation bracket, which is factory-fitted, ensures that the foremost attachment screw is sufficiently far forward. For the attachment to reach sufficiently far forward, it may be required that it has a large contact area (2) to the chassis frame. The large contact area must have rigid attachments (3) to the chassis frame. The attachments to the bodywork (4) must allow the following movements: Certain upward movement and possibly a small downward movement Longitudinal displacement The attachments must control the sideways movement of the bodywork. The size of the movements depends on the driving conditions Example of attachment with large contact area to the chassis frame. 1. Bodywork s foremost support point. 2. Attachment with large contact area to the chassis frame. 3. Rigid body adaptation brackets. 4. Attachment to the bodywork which is flexible upwards, downwards and longitudinally Scania CV AB 2017, Sweden 11 (11)