Bus Body Details

 Types of bus bodies.

 Floor height
 Engine location – Entrance and exit location
 Constructional details
 Frame construction
 Double skin construction
 Types of metal sections used
 Regulations
 Conventional and integral type construction.
 HISTORY OF BUS MANUFACTURING

 Bus manufacturing - origins from carriage building & truck

manufacturing.
 Historically, bus chassis were shared between truck & bus
 But in later years specific bus chassis have been developed
 Midi bus saw the introduction of a lighter weight bus
chassis than normal trucks.
 Routemaster - One of the first integral type bus designs
combining the body and chassis
 In the 1980s, many minibuses were built by applying bus
bodies to van chassis, so called 'van derived' buses.
 Ford Transit minibus

AEC Routemaster

Volvo Multi-Axle BFR-9

•In several parts of the world, the bus is still a basic chassis,
front engine bonneted vehicle
•To maximize the seating capacity - the trend is towards rear-
and mid-engine designs.
•In the 1990s – saw low floor designs- for improved
accessibility- by moving the door behind the front wheels.
•As 'extreme front entrance' designs cannot feature a front
mounted engine or mid-engine layout and a rear- engine
arrangement become prominent.
•High-floor coaches featuring built-in wheelchair lifts,
electric, fuel cell and hybrid bus technologies with
arrangements for rear engine, A/C’s and lot of storage space
for fuel, gas and luggage are getting popular among long
distance operators.
TYPES OF BUS: BUS

TYPE I TYPE II TYPE III TYPE IV

CITY & URBAN INTER URBAN LONG SLEEP/TOUR
DISTANCE

NDX SDX DLX ADX SPL. PUR

LOW MEDIUM HIGH

CAPACITY CAPACITY CAPACITY
>70

1 2 3
M 3 3 5 S D A S D D A D D D D A S D T A
1 M M I E R I E O R O E O E R I E A X
I - - S -
2 I I C T
C 2 3 T 7 N N C U T U C U C T N C N L
+ N D K B K B K G K D E
R 2 4 D 0 G G K B
1 I I L L L E
O + + + L L L
1 1 1 E E E E E E M

STANDEE NONSTANDEE
 Type I: Medium and high capacity vehicles designed
and constructed for urban and sub urban transport
with area for standing passengers, to allow movement
of passengers associated with frequent stops and the
low capacity vehicles which are designed and
constructed for urban and sub urban transport
exclusively for carrying seated passengers. The low
capacity vehicles in this type can carry standee
passengers if they meet provisions for low capacity
standee buses

 Type II: Designed and constructed for inter-urban

transport without specified area for standing
passengers, but can carry standing passengers over
short distance in the gangway; unless otherwise
prohibited by the State Transport Department.
 Type III: Designed and constructed for long distance
passenger transport, exclusively designed for comfort
of seated passengers and not intended for carrying
standing passengers.

 Type IV: Designed and constructed for special purpose

use
◦ i. School Bus: Vehicles designed and constructed
specially for schools, college, and other educational
Institutions.
◦ ii. Sleeper Coaches: Vehicles designed and constructed
specially berth to accommodate sleeping passengers.
◦ iii. Tourist Bus: Vehicles designed and constructed for
the purpose of transportation of passengers as tourists
and may be classified in any one Type of comfort
levels.
CITY VERSION
SUBURBAN VERSION
LONG DISTANCE VERSION
Low Capacity Vehicles include –
i. Micro Bus : Seating capacity of maximum 12 passengers plus
driver.
ii. Mini Bus : Seating capacity between 13 to 22 passengers plus
driver..

Medium Capacity Vehicles include -

i. Midi Bus : Seating capacity between 23 to 34 passengers plus
driver.
ii. Standard Bus : Seating capacity between 35 to 70 passengers
plus driver.
•High Capacity Vehicles are the vehicles with seating capacity
more than 70 passengers plus driver and include vehicles such
as Single Deck Articulated Bus, Single Deck Double Articulated
Bus, Double Deck Bus, Double Deck Articulated Bus and
Single Deck Tandem Axle Bus etc.

Note :
For the purpose of defining the seating capacity, a standard 3x2
layout with a seat pitch of 686 mm and seat width of 400 mm
per passenger has been considered to arrive at permissible
maximum seats. The computation takes into consideration areas
not available for seating passengers, such as driver
compartment, engine compartment, step well gangway etc.)
Based on Comfort level:

Non Deluxe Bus(NDX) means bus designed for basic

minimum comfort level.
Semi Deluxe Bus(SDX) means a bus designed for a slightly higher comfort
level and with provision for ergonomically designed seats.

Deluxe Bus(DLX) means a bus designed for a high comfort level and
individual seats and adjustable seat backs, improved ventilation and pleasing
interiors.
A.C. Deluxe Bus(ACX) means a Deluxe Bus which is air
conditioned.
ENGINE LOCATION:

Engine Location influence much on the utilization of the

overall plan surface area
a. Engine Behind Front Axle
b. Engine above Front Axle
c. Engine in front of Front Axle
d. Engine at rear
e. Under Floor Engine
Based on Vehicle Shape:
Bonneted or Classic Type

 Engine is on the Front of Driver – Normal Type

 Engine is on the Front of Passenger Compartment – Classic
Type
 Obsolete for passenger buses – used only in Commercial
Vehicles
 Low Ratio of Useful Length ((Driver to Rear End) / Full
Length)
 Poor Aerodynamic Shape – High Cd – Sharp Corner
Full Length body

 Universally Used
 Low Cd
 Disadvantages of Classic type overcome
Split Level

 Intermediate Solution b/w the Single & Double

 Decker
 More Seats than a Single Decker
 More Stability than a Double Decker
 Much Variation can’t be made from the basic
 design – Not Universally accepted
Double Deck
•More no of Seats for a given overall
length
• Less Stability as compared to Single
Decker
• COG height is more from the ground
Two Level Bus

•Two Level Single Decker – Luxury Touring Coaches

•Good Forward Visibility for all passengers
•Good Luggage space
•Easy installation of under floor or rear engine
Articulated Vehicle:
A vehicle which consists of two or more rigid sections which
articulate relative to each other; the passenger compartments of
each section is interconnected by an articulate section allowing
free movement of passengers between them; the rigid sections
are permanently connected and can only be separated by an
operation involving facilities which are normally found in a
work shop.
Articulated Vehicle:
•To overcome axle load limitation
•Consists of two or more rigid sections which articulate relative
to each other
•Passenger compartments of each section is interconnected by
an covered articulate section called vestibule allowing free
movement of passengers
BODY MATERIALS:

Chassis Frame - Galvanized steel corrosion & fatigue resistance

Body structure - Al, Alloys of silicon, Mg and Zn
Body members - GFRP, LCS and Al
Floor - Hard timber plywood , Composite and Al Sheets
Interiors - Metals & Plastics
Thermal Insulation of Vehicle interior,
Floor, Side Panels & Roof - foam
Windows - safety glass
Framing - cold rolled steel sections & High Tensile Steel Tubing
There are three basic types of bus manufacturer:

•Chassis manufacturer - builds the under frame of a body-on

frame type construction

•Body manufacturer - builds the coachwork a body-on-frame

type construction

•Integral manufacturer - builds entire bus specialize in two

different fields

•Different body/chassis combinations for shorter delivery

schedules
•A chassis and body builder will offer an exclusive
combination of one body on one chassis, as a 'semi-integral‘
Major considerations common to body, chassis & integral
builders:

•Comfort, Safety, Usage and speed

•Seating capacity
•Staircase position/design (double-decker buses)
•Number and position of doors
•Maximum weight (laden and unladen)
•Stability - often a tilt test pass is required
•Maximum dimensions - length and width restrictions may apply
•Fuel consumption
•Emissions standards
•Legal &Safety issues
•Accessibility – wide apertures for entry/exit, mounting/dis-
mounting and loading/unloading
BUS MANUFACTURING
The chassis consists:
•A structural under frame
•Engine and radiator
•Gearbox and transmission
•Wheels, axles and suspension
•Dashboard and steering wheel and driver's seat
Chassis will often be built as complete unit being drivable
around the Factory or on the public highway to a nearby
bodybuilder.
 The chassis can be front-engine, mid-engine, or rear-engine.
 Most chassis will mount the radiator at the front, irrespective of
engine position for more efficient cooling.
 The same chassis may even be used for Coach, single/ double-
decker & articulated variants, e.g. Volvo B10M.
 Chassis may also be built in multiple axle configuration.
Body Structure:
Ladder Type Chassis:
The chassis frame of the vehicle is the main load bearing
element. The general construction of ladder frame consists of
side and cross members. The side and cross members are
connected with special gusset sections or pressed cross member
sections .The junctions are riveted, bolted or welded.
Body on Frame Construction (Non Load Carrying):
•Floor is a box section with adequate torsional stiffness
•Vehicle Loads are transferred to the suspension entirely by a
separate chassis
•Chassis Frame carry all loads –Bodywork either flexible or
stiff
•Body isolated from chassis deflection by body mountings
made up of rubber
•More Weight of chassis frame –mounting problems – Load
will be concentrated around mountings-early failure
•Good Body structure is not possible
•Passenger comfort & Driver comfort decreases
E.g.: Trucks, Most Indian bus.
Monocoque Construction / Semi- Integral:
Type of bus body structure where the body and base frame are
joined together either by welding or by other methods to form an
integral structure. These structural elements consist of pressed
grid type of support elements and rectangular sections.
Body Mounts – Stiff Material – Relative displacement
between the body & chassis
•Some part of the Load is shared by body structure also
•Magnitude of load carried by the body shell – dependent on the
no of attachments to the chassis & mount stiffness
•Vehicle weight is more & assembling is difficult
•Small errors in the mounting can introduce large forces in to a
body shell
E.g.: Most European Buses
Unibody Construction (Fully-Integral):

•All the body work except doors &

hatches is load carrying
• Longitudinal & Cross-member of
chassis constitute Body Framework
•Easier assembling
•Easy design (rear or under floor
engine)
•Body Designer will be able to position the engine & chassis
components .
•Great Freedom in the Styling of Buses & Coaches
• Best possible layout - Axle & mudguard positions
•Basic concept of vehicle design satisfied
•Passenger & Driver comfort ensured
•Lighter weight & Greater Load carrying capacity
• Lowering the floor level , engine at rear & providing
independent suspension at the front – lower CG - coach is
similar to passenger cars
•E.g.: Passenger Cars & Bus designs
Components of Body Structure:
Cross Bearers:
Structural members mounted on the chassis frame through ‘
“U‟ Bolts or out rigger brackets. The cross bearers transmit
the body load to the chassis and also withstand the forces
induced during the normal operation of the vehicle.
Vertical pillars: (body pillar)
Structural members that support the roof structure and are
connected to the cross bearers through gussets. The Vertical
pillars transmit load to the cross bearers and also withstand the
forces induced during the normal operation of the vehicle.
Roof Arch Members:
Structural members that connect the vertical pillars and form a
body section. In the event of a rollover, the body section
absorbs the impact and provides survival protection in the
passenger compartment. Gussets are also provided to improve
the rigidity and strength of the body section.
Cant rails:
Structural members that connect two body sections above the
window section.
Waist Rails:
Structural members that connect two body sections below the
window section.
Sole Bars:
Structural members that connect two body sections at the floor
plane.
Seat Rails:
Structural members running along the lateral walls and provide
support for seat mounting.
Floor Runners:
Structural members that connect cross bearers.
Roof Runners:
Structural members that connect roof arch members.
Out- Rigger Brackets:
Attachments that provide connection between the cross bearers
and the chassis frame.
“U” Bolts‟:
Fasteners used for fastening the cross bearers to the chassis
frame.
A Pillar:
Any roof support forward of seating reference point.
Front Outrigger Members:
Provided to transfer load of Body structure members. These are
fixed to the chassis side members . “A” pillars are supported on
outrigger members such that the roof load is transferred to the
chassis load bearing members. Further in the event of a
collision the energy is absorbed by the pillars and the out
riggers and minimise the impact energy transmitted to the
driver and passenger compartment.(Protection against frontal
collision )
•LAYOUT DRAWING:

1.Basic aim – best possible utilization of the floor space and

accommodation of maximum no. of passengers at highest level
of comfort.
2. Fixing of the Floor Level & Overall Dimension of the Wheel
Arches
3. Positioning of Engine & chassis Components in relation to
Driver’s Seat
4. Positioning of passenger seat / Load space in case of lorries
5. Fixing the Body Dimensions/Window Position/Door &
Luggage openings
6.Suspension & ride parameters similar to passenger cars.
• FLOOR LEVEL :
• Floor Should be as low as possible – low CG – Stability of
Ride –Easy entry/exit but Design complicated
•Longitudinal Members of bus frames – have to be specially
shaped – reducing the overall bus height without reducing the
internal height
Wheel Arch/wheel clearance – not less than 50 mm when fully
laden
•Usually Wheel Arch placed under seats or loading space and has
simple geometry
In case of Mini Bus of Type I NDX and SDX categories, the
maximum floor height shall not be more than 800 mm. The
maximum Floor Height for other than mini buses of Type I NDX
& SDX categories, shall not be more than 650 mm, atleast on
50% of the floor area.
Bus Body Construction: Sequence of Operation

1. Chassis Preparation:
 Floor Frame is placed in position –bolts Fixed & painted
2. Manufacture of KITS :
 Kits are meant for uniform model buses.
No wait for the chassis from the customer.
Less lead time for completion.

FLOOR KIT

LEFT & RIGHT KITS ROOF KIT

4. Front End:
FIBRE MADE FRONT COWL & DASH
4. Side Framing :
• Assembly of truss panel by bolting
•Waist rail lower bolts tighten
5. Body Rear Ends & Roof Framing:
• positioned & fixed.
•wheel boxes &entrance steps are installed.
6. Truss Panel :
•Riveted in to position
7. General Inspection of Finished Framing
8. Flooring & Interior Lining Panels

9. Roof Panels
Fixing & riveting

Roof paneling before Electricals

 10. Side windows, windscreen & Electrical fittings
Fixing & riveting

Plywood paneling before Electricals

11. Tubular seat frames are positioned & bolted through the
floor & seat rail – grab handles are fixed
12. Leak test - Used to test water leakage after sheet metal is
fixed
Water will be sprayed out from EVERY NOOK & CORNER.
This work will be held before painting
12.Painting, Final Finishing & Inspection
DOUBLE SKIN CONSTRUCTION

• Metal Bodies or Composite Bodies

• Composite Body Construction: Wood is used considerably in
between metal member and outside panels
•Inner Panel (inner skin) & Outer Panel (outer skin)
•Inner skin will take part in load carrying and outer skin will be
fixed in such a way that it can be replaced easily
Chassis Operating Conditions:
Loads experienced by chassis

•Vertical Bending
Side members supported at ends by wheel axles and wt. equivalent to passengers, luggag
and vehicle equipments concentrated around middle off wheel base is subjected to
vertical bending causing to sag in the central region

•Longitudinal Torsion
Diagonally opposite wheels roll over bump simultaneously, the two ends of chassis are
twisted in opposite direction so that both side and cross members
are subjected to longitudinal torsion which distorts the chassis. .
Lateral Bending
Chassis exposed to side force due to camber of the road, side wind cornering
force and side collision, the adhesion reaction of the tyre opposes these
forces. As a net result a bending moment acts and hence the frame tends to bow in
direction of force.
•Horizontal Lozenging
Any one of the wheels is often subjected to wheel impact by road obstacles
such as pot holes, road joints, surface bumps while other wheels produce propelling
thrust. These condition cause rectangular chassis frame to distort to a parallelogram
shape known as lozening
TYPES OF METAL SECTION

Types of metal sections used

1. Curved section
2. Channel section
3. Angle section
4. Z - section
5. Corner pillar section
6. Drip rail section
CHASSIS FRAME SECTIONS:

Chassis frame – Bending & torsional Distortion.

•Solid round or rectangular Cross Section

•Enclosed thin wall hollow round or rectangular box sections
•Open thin wall rectangular channeling such as ‘C’, ‘I’ or ‘Top –hat sections.
• Same Cross sectional area & wall thickness

Bending Stiffness
Square Bar 1
Round Bar 0.95
Round Hollow Tube 4.3
Rectangular C – Channel 6.5
Square Hollow Sections 7.2

Practically 4mm thick C section channel having a ratio of channel web depth to the
flange width of about 3:1 are used as side members
This section is 15 times bending resistance compared to solid square section
With same area.
For heavy 2 C sections back to back to form I section are used
Side and Cross member

•Should have good Torsional resistance:

•Open Channel Sections – Bending Resistance is good but Torsional resistance is
less
Torsional Resistance

Longitudinal Split Tube :1

Enclosed Hollow Tube : 62

Open Rectangular C-Channel :1

Closed Rectangular Box Section :105

•Chassis frame not designed to be completely rigid ,but to combine both strength
& flexibility to some degree.

•Cross members & side members – Rectangular one piece frame

•Most Cross Members – open channel section

•Tube Section – Special purpose

Regulations:

Type Approval of a Bus Body

• Design Approvals
 Bus Body / Sections
 Seats
 Bumpers
 Windows
 Doors
 Anchorages / Retentions

• Prototype Testing and Approval

CoP
Bus Body Code:
Features of Bus Body Design
 Safety Glass
 Rear View Mirrors
 Service doors – Number, dimensions, locks and hinges..
 Steps – Number and dimensions.
 Floor height.
 Gangway and Standee passenger area.
 Emergency exits – Number and dimensions.
 Hand rails and Hand holds.
 Driver and Co-driver seat - requirements and dimensions.
 Seat Layout and dimensions.
 Window frames.
 Hat racks.
 Fuel tanks.
 Bumpers.
 Lighting and Illumination requirements.
 Body structure and material.
Bus Body Code:
Type Approval tests for evaluation of strength

• Body Structure Strength tests

• Stability test.
• Roll over test on Complete vehicle
• Impact Strength for bumpers
• Strength of Seats
• Door Locks & hinges.
• Window retention & release.
• Requirements for passenger hand holds.
• Provisions for disabled persons.
Test Procedure:
The vehicle shall be placed on a platform in order to be rolled over
on one side. This side for the roll over shall be the weaker of the
two sides, as brought out during design.
Body Structure Strength tests:
• The body structure of the vehicle shall be of sufficient strength, to
ensure that during and after it has been subjected to the test.
• No displaced parts of the vehicle intrudes into the residual space
No part of the residual space projects outside the deformed
structure.
Stability test:
When the surface on which the vehicle stands were tilted to both
sides in turn at an angle of 35 degrees from the horizontal the
vehicle shall not overturn.
Roll over test on Complete vehicle: Not mandatory
Bus Body Rollover Test
Pendulum impact test for bumpers

Pendulum impact test procedure for bumpers

 Applicable Standards:
IS:14682-1999 – Lateral protection for buses.
IS:14812-2000 – Rear under run protection.
IS:13944-1995 – Window retention and release
IS:14225-1995 – Door locking system and components.
IS:2553 – Safety Glasses.
IS:11865-1992 – Ingress of water and dust.
AIS:001 & AIS:002 – Rear view mirror specifications and installation.
AIS:011 – Windscreen wiping system and area.
AIS:032 – Driver’s field of vision.
AIS:023 – Seat and seat anchorages.
AIS:005 – Safety belt assemblies.
AIS:015 – Safety belt anchorages.
Operation of automatic service doors.
 Emergency Exit
Number of Emergency Exits
NDX SDX DLX ACX
Type I 1 1 1 1
Type II 2 2 2 2
Type III - 2 2 2

Dimension of Emergency Exits

Height (mm) Width (mm)
Type I 1250 550
Type II 1250 550
Type III 1250 550

Floor Height
Maximum Height = 650mm
 SERVICE DOORS
NDX SDX DLX ACX
No. of Service Type I 2 2 1 1
Type II 1 1 1 1
Doors
Type III - 1 1 1
Dimension of Service Doors Height Width
Front Rear Middle
Type I NDX 1900 1200 1200 1200
SDX 1900 1200 1200 1200
DLX 1900 800 800 1200
ACX 1900 800 800 -
Type II NDX 1900 800 800 -
SDX 1900 800 800 -
DLX 1900 800 800 -
ACX 1900 800 800 -
Type III NDX 1900 800 800 -
SDX 1900 800 800 -
DLX 1900 800 800 -
ACX 1900 800 800 -
 Seat Layout
Standard Bus Mini &
Seat Type I Type II Type III Midi
bus
Layout
NDX SDX DLX ACX ND SD DL AC SDX DLX ACX
X X X X

2X2            

3X2   

2X1

 Seat Width

Width of seat Type I & II

Cushion on
NDX SDX DLX ACX SDX DLX ACX
each side
200 215 215 230 230 230 230
In mm (F)

Seat Spacing

NDX SDX DLX ACX

Type I 686 686 750 825
Type II 686 750 825 825
Type III - 750 825 825

Progress through Research

 Steps and Dimensions
(C)= 230mm

= 250
mm
25mm = 250
(max) (E) mm

255m
m 400 to
D 425mm

A = HEIGHT ABOVE THE GROUND, VEHICLE UNLADEN

Height of the step is not less than 150 mm and not greater than 250 mm; -
Depth of the step is not less than 230 mm; - Width of the step is same as
the width of the gangway, at the top of the step.
Thank You!

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