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Bus
Title: Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
Team Registration No.: IN1423
Name:
1. Somali Jaiswal , Final Year Student, Mechanical Engineering Department
Institute: Shri G.S. Institute of Technology & Science, Indore (M.P.)
2. Prashant Bajaj, Third Year Student, Mechanical Engineering Department
Institute: Institute of Engineering and Technology, DAVV, Indore (M.P.)
Guided By:
Dr. Sunil K. Somani, Head Mechanical Engineering Department, IET, DAVV, Indore
(M.P.)
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
Abstract
The country’s biggest metro cities are today prepared to witness another step towards
becoming world class cities when the “Low Floor Mega Buses” that would have state of
the art systems like tubeless tires, hydraulic doors, ergonomically styled drivers’ comfort,
extendable ramp fitted entrance to ease handicapped persons, vibration and noise free
passenger seating area, would be introduced for public transport pushed into service. The
paper deals with proposing a concept of a 12 meter rear engine low floor bus that not
only eases manufacturing but also is economic according to Commission Cost Action
322.
Keywords: Low floor Mega Buses, Extendable ramp, Ergonamics
1.1. Introduction
The utility and design of any designed product depends on its intended use, economical
affordability and acceptability both functionally as well as environmentally; and one of the
products of concern is a LOW FLOOR REAR ENGINE BUS.
A Bus meant for city maneuvering called City Transit is an engine driven road vehicle for
carrying many passengers and designed for commercial use for many hours a day with an
expected life of 10-12 years. Transit buses are designed for stop-and-go driving and for all-
day operation and frequent stops with fast passenger loading and unloading being a major
concern.
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
removes weight from the front axle. A rear engine also intrudes little in to the passenger
compartment and allows larger under-floor baggage bays, or low-floor construction. It is
also relatively easy to isolate drive train heat and noise from the passenger compartment
.The biggest problem with rear engines is that the engine, transmission and differential
must all fit in a short space. Even where the bus design allows a large rear overhang, the
power train must still be short: placing the engine too far aft may remove too much weight
from the front axle, making the bus unstable. Fig 3.
1. The chassis is drooped at the entrance and at center i.e. between the front and the
rear axle. However the chassis frame has to be kept at height of atleast 800 mm at
the front axle so as to give road clearance for axle, tire and suspension unit.
2. The height of frame at the rear end of the vehicle is 1000 mm for mounting of
engine and suspension.
3. The connectors to connect the long members at front and rear portion are redesigned
and are new to any chassis frame.
4. The section is C-Channel section for the long member. Box section often offers
better strength than C-section but has some packaging constraints. So its use is
limited to connectors’ section.The stiffener of 5 mm is provided to the long
members so as to ensure for improved strength.
5. The cross members at the rear are redesigned as to clear for the engine. The height
of front RH long member is kept at 800 mm whereas the height of LH long member
is 425 mm. Therefore two circular drooped cross members are used for the front.
6. The fuel tank is re-positioned for the rear engine low floor bus and is mounted on
RH side near to the rear axle and the engine.
7. One of the basic problems to any rear engine bus is problem of engine cooling. As
in any forward engine bus engine cooling by radiator is supplemented by natural
cooling of air as the bus cruises. But in rear engine bus the air is not available at
that ease. Use of larger radiator and using a fan of higher power overcome this
problem. Radiator is mounted not in front of the engine at back but to the rear end
at LH side.
8. The exhaust pipe is to be repositioned so as to ensure that the direction of cooling
air to the air cleaner and the exhaust from the exhaust pipe are not on the same side.
So exhaust can be turned to rear end at the RH side.
9. The vehicle is rear wheel driven so the length of propeller shaft is to be small as the
engine is very close to the rear axle. Also the angle of inclination for the shaft is
much more than the conventional axle angle and it also as to be traversed in smaller
length. Therefore it is completely redesigned.
10. The suspension brackets are redesigned so as to ensure required deflection in the
leaf springs.
Design Features Shown in Fig 1, Fig 2, Fig 3
4.1. Analysis
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
The Stress Analysis of the bus chassis is carried out for different cross sections and
C-section with stiffners and web width as displayed in Fig 4 and The C-section of 230 Web
with 5 mm stiffner is finalized.
5.1. Conclusion
Based on the relative advantages Concept 3 is finalized and is compared with other
concepts in Table 1.
References
3. Recommended Specification for Low-Floor Buses Superseded by: Public revised in July
2005.
5. The DPTAC Recommended Specification for Buses used to operate Local Services.
7. Vehicles and Transportation Facilities and Low-Floor Buses Impact Facility Design by
Houston.
Chassis Details
Wheel Base, mm 6200 6200 6200
FOH, mm 2200 2200 2200
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
Fig 1
Fig 2
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
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Design and Analysis of 3- Dimensional Pro-E Model of a Rear Engine Low Floor
Bus
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