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Modelling and Simulation of a Single Deck Bus Subjected to Rollover Crash

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Article  in  Applied Mechanics and Materials · September 2013

DOI: 10.4028/www.scientific.net/AMM.393.453

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Applied Mechanics and Materials Vol. 393 (2013) pp 453-459 Online: 2013-09-03
© (2013) Trans Tech Publications, Switzerland
doi:10.4028/www.scientific.net/AMM.393.453

Modelling and Simulation of a Single Deck Bus Subjected To Rollover

Crash Loading
Wan Noaimadudin W.M. Kamal1,a, Nor Hayati Saad1,b,
Amir Radzi Ab. Ghani1,c, Nik Rosli Abdullah1,d
and Khairul Izwandy Abd Jazam2,e
1
Faculty of Mechanical Engineering,
Universiti Teknologi MARA, 40450 Shah Alam, Selangor
2
Masdef (Malaysia) Sdn Bhd,
Lot 41730-A, Batu 14, Jalan Puchong,47100 Puchong, Selangor Darul Ehsan,
a
wannoaimadudin@gmail.com, bnorhayatisaad@salam.uitm.edu.my,
c
amirradzi@salam.uitm.edu.my, dnikrosli@ salam.uitm.edu.my, eKhairul@masdef.com.my

Keywords: bus structure, rollover crash, lightweight structure, finite element analysis.

Abstract. Buses are the most popular and common passenger vehicle for long distance travel in
Malaysia. Increased bus usage as a public transport prompts researchers to study safety aspects of
the vehicles subjected to various crash incidents. The most damaging bus accident is rollover crash.
The bus structures must have sufficient crashworthiness and strength in order to reduce and prevent
injuries and fatalities during the rollover accident. Initially, this paper overviews the current status
of rollover accidents and requirement of UN-ECE Regulation 66 which is aimed to improve the bus
structure in withstanding the rollover crash. The current bus framework structure comprises
galvanized square hollow sections (SHS) which are welded and bolted together. Abaqus was used
to simulate responses of bus structure subjected to loadings as specified in UN-ECE Regulation 66.
The results showed that the gap allowances of the residual space are complied with the UN-ECE
R66 requirements. Further work to optimize the bus structure in terms of weight, structural strength
and crashworthiness is proposed.

Introduction
Public transportation industry in Malaysia is expanding to meet increases in population's
demand. Currently the major modes of public transportation in Malaysia are taxis, buses, trains and
airplanes. The most widely used mode of long distance travel is the express bus as it is convenient
and affordable. During the past thirty years, the nation has seen some catastrophic accidents
involving heavy vehicles such as buses and lorries. Although, the number of accidents involving
express buses is less than other vehicles, but scales of damage, injuries and fatalities are very high
as these buses are usually fully occupied. On the safety aspects, active protection (prevention)
system such as anti-lock braking system (ABS), electronic brake system (EBS), traction control
(TS), exhaust brake, retarder, are employed in most modern bus. However, lost of vehicle control
which leads to crash can happen under extreme conditions where the law of physics cannot be
defied [1]. Surveys done by Department of Road Transportation (JPJ) and Road Safety Research
Institute of Malaysia (MIROS) have shown that substantial number of express buses are failed to
comply with the United Nations Economic Commission for Europe (UN-ECE R66) regulations
which is currently the highest standard set for bus structure. This regulation was made compulsory
to all coach builders since 2007. The main objective of UN-ECE R66 regulations is to ensure safety
of the bus occupants during crash. A report from FOMCA [2] has shown that catastrophic accidents
involving express buses happen at least once a year since 2006 until 2010 (See Fig. 1).

All rights reserved. No part of contents of this paper may be reproduced or transmitted in any form or by any means without the written permission of Trans
Tech Publications, www.ttp.net. (ID: 180.74.24.217-29/07/15,05:43:17)
454 Advances in Manufacturing and Mechanical Engineering

Fig. 1: Number of accident and fatalities involving express buses in Malaysia [2]

Fig. 2 illustrates extent of the damaged bus structures, which involved in rollover crashes. Bus
structures in Fig. 2(a) still remain intact. As a result, there were no fatalities and only some
occupants suffered injuries. Fig. 2(b) and 2(c) show the highly damaged bus structures. Passengers’
spaces were intruded, causing serious injuries and fatalities.

(a) (b) (c)

Fig. 2: Damaged bus structures due to rollover crashes [3, 4]

Besides structural integrity and crashworthiness, bus structures need to be lightweight as fuel
efficiency is just as important. Structural optimization and the use of lightweight materials are the
main research interests. M.M.K. Lee and T. Pine et al. [5] suggested that weight reduction can be
achieved by reducing the number and weight of the bus structural members. M. Saito, S. Iwatsuki et
al. [6] and F. Guosheng [7] suggested that lighter materials such as composites can be applied
instead of steel to reduce the bus weight. Current bus structures must be tested and complied with
Regulation R66 before further improvements can be embarked.

UN-ECE Regulation 66
A rollover is the most serious accident and risks the safety of bus occupants. Excessive deformation
of body structure threatens life of the occupants [8]. Therefore, the strength of the bus to withstand
the rollover force has become the most important issue for the bus and coach manufacturers to
comply with. In Europe the regulation for the safety approval is the UN-ECE Regulation 66. R.
Hashemi [9] presented four different methods to be implemented in complying with the Regulation
66; complete bus rollover test, a bay section rollover test, a bay section pendulum impact test and a
numerical simulation of a rollover crash. The choice of tests depends on the coach manufacturer.
 Applied Mechanics and Materials Vol. 393 455

The main aim is to determine the bending deformation of the structure. Any intrusion into the
passenger survival space (see Fig.3) along the entire vehicle envelope can be quantified to ensure its
compliance with the regulation.

(a)

(b)

Fig.3: Residual space (shaded with red colour) according to UN-ECE R66

Finite Element Simulation

Fig.4 shows AB section of a current simulated bus framework structure. The model was created
in Abaqus CAE. The overall bus length is 12200mm and the total length of the AB section is
3460mm, which is equivalent to 28.36% of the total bus length. Weight of this section is assumed to
be 28.36% of overall unladed bus weight of 12410kg which is 3519.5 kg. The weight of an air-
conditioning unit which is located on the top frame must be deducted from the overall weight. The
weight distribution of the top frame is 119.3 kg, while the frame weight is 3400.2 kg. The structural
members were modeled as beam elements with square hollow sections. The square hollow section
has a width of 50 mm and thickness of 3 mm. Material properties of galvanized steel was assigned
to the model. The galvanized steel structures were selected due to its superior material properties of
weather resistance. Detailed material properties are given in Table 1.
456 Advances in Manufacturing and Mechanical Engineering

Fig.4: Selected area for simulation analysis [10]

Table 1: Properties of Galvanized Steel [11]

Density 7850 kg/m3
Ultimate tensile strength (UTS) 400 MPa
Yield strength 300 MPa
Young’s Modulus 210 GPa
Poisson’s Ratio 0.3

Table 2 shows the dimension of the existing bus. The existing design of bus structure depends on
coach builders. The coach builder will decide type of materials and the bus designs; however, the
coach manufacturers must follow the construction rules of public service vehicles Malaysia 1959
[12]. These designs will require an approval from the Road Transport Department (JPJ) which
ensures a compliant bus structure design. Table 3 shows the weight distribution of existing bus.
This work focuses on the 4x2 type axle configuration that is commonly used by the coach builder.
Loading and constraints for simulation were assigned according to the regulation. Specified forces
are applied at the top corner of the structure while the bottom frame is fully constrained.

Table 2: Dimension of existing bus [13]

Dimension Magnitude (mm)
Wheel Base 6000
Overall Length 12200
Front Axle Width 2040
Rear Axle Width 2170
Overall Width 2500
Overall Height 3650
Turning Radius 11712

All dimensions are in millimeter (mm)

 Applied Mechanics and Materials Vol. 393 457

Table 3: Weight distribution of existing bus [13]

Weight Distribution Front Axle Rear Axle Total

Kerb Weight 820 5260 6080
Body Weight 3317 4643 7960
Air Cond. Condenser 254 246 500
Driver and Passenger (1+41 x
692 1849 2541
60.5kg)
Total 5083 11998 17081

All dimensions are in kilogram (kg)

The direction of the applied load (Fig. 5) shall be related to the vertical longitudinal centre
plane (VLCP) of the vehicle and its inclination (α) shall be determined as Eq. 1.

 800 
α = 90 0 − arcsin  (1)
 Hc 

where:

Hc = the cantrail height (in mm) of the vehicle measured from the horizontal plane on which it is
standing.

Fixed constraint

Fig. 5: Load application to the superstructure [8]

The load shall be increased gradually, taking measurements of the associated deformation at
discrete intervals until the ultimate deformation when the residual space is invaded by one of the
elements of the body section.

Result and Disscussion

Fig. 6 shows deformation shape of the selected bus structures subjected to the top corner
loading by using Abaqus software. The force only focuses on one force direction and a single point
analysis of bus structure.The result shows maximum deflection occured at the top portion of the
structure (red colour). This is expected due to the less number of structural members used. The
458 Advances in Manufacturing and Mechanical Engineering

large space at the top half of the structure is to accommodate windows; this is potentially vulnerable
regions. Reinforcements or the use of bigger sections can be utilised to further strengthen the
structure area. The existing structure managed to comply with the UN-ECE regulations as the
deformation did not intrude into the residual space. The upper structure have 200 mm and 84 mm
clearances from the residual space.

(a) (b)
Fig 6: Deformation of bus structure

Conclusion
This paper has achieved its objective to evaluate the performance of the current bus structure
design; the selected structure design complied to the UN-ECE regulation R66. The strong structure
helps to reduce the risk of death during the rollover accident so that the safety of the passengers will
be more secure. The lightweight structure will reduce production and material cost and increase fuel
efficiency. Parametric studies i.e. size, thickness and different types of the structural design
analyses need to be performed to further optimise the bus structure and achieve the above goals in
increasing strength and reducing weight of the bus structure design.

Acknowledgement
Special thanks to Khairul Izwandy Abd Jazam and colleagues from Masdef (Malaysia) for their
ideas, suggestion and cooperation throughout this work. Special thanks to Universiti Teknologi
MARA, UiTM for providing the research grant (600-RMI/DANA 5/3/RIF (613/2012)).

References
[1] Amir Radzi Ab. Ghani, “New Design of impact attenuator for an ‘eco challenge’car”, Applied
Mechanics and Materials Vol. 165 (2012) at www.scientific.net, Trans Tech Publications,
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[2] Datuk Marimuthu Nadason, (2011).Gabungan Persatuan-Persatuan pengguna Pengguna
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[5] M.M.K. Lee, T. Pine, and T.B. Jones. Automotive box section design under torsion. Part 2:
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2000.
 Applied Mechanics and Materials Vol. 393 459

[6] M. Saito, S. Iwatsuki, K. Yasunaga, and K. Andoh, Development of aluminium body for the
most fuel efficient vehicle. JSAE, 21:511– 516, 2000.
[7] F. Guosheng, Finite element analysis for bus body structure. Chinese Journal of Mechanical
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[8] ECE Regulation No. 66, Agreement, E/ECE/TRANS/505, Rev.1/ Add. 65/Rev.1, United
Nations, 22 Feb 2006.
[9] R. Hashemi, UN-ECE Regulation 66: Strength of super structure during rollover. APSN
Workshop on Bus and Truck Passive Safety, Prague, 24th March 2005.
[10]Dr. Klaus Brachetti, Rollover simulation for 40 seater bus superstructure based on UNECE
R66, EDANG holding Sdn Bhd, Kuala Lumpur, 23rd of October 2007.
[11]DuraGal March 2002 “design capacity table for steel hollow section” www.onesteel.com
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[13]Master Defence Sdn. Bhd., Universiti Teknologi Mara JPJ approval drawing, January, 2011.
 Advances in Manufacturing and Mechanical Engineering
10.4028/www.scientific.net/AMM.393

Modelling and Simulation of a Single Deck Bus Subjected to Rollover Crash Loading
10.4028/www.scientific.net/AMM.393.453

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