Vehicle Body Engineering and Safety
Vehicle Body Engineering and Safety
Vehicle Body Engineering and Safety
1. Wind velocity and wind angle can be easily and accurately measured.
2. Flow pattern study can also be made accurately.
3. Forces and moments can be measured simultaneously.
4. Testing time and cost is less.
BUS BODY DETAILS
Types of Bus body
1. Classic or Normal control bus
2. Single deck bus
3. Split level
4. Double Decker
5. Two level single Decker
6. Articulated bus
1. Classic or Normal control bus
This type of bus has the engine in front of the passenger carrying compartment. This design which
has almost universal at one time has practically disappear and is mainly of historical interest.
2. Single Ducker
The single deck bus is almost universal today as this layout eliminates all the disadvantages of above
type.
3. Split level
It is intermediate solution between single and double ducker. It having More seats than single ducker
and more stability than Double Ducker.
4. Double Decker
These vehicles have more number of seats for a given overall length but tability is not so high
compared to single ducker.
5. Two level single Decker
It is used for luxury coaches. This layout provides good forward visibility for all passengers. good
luggage space and easy installation of an under floor or rear engine.
6. Articulated bus
Bodies for very large coaches or in particular city buses are often made in two parts because of axial
load limitations
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 2
Vehicle Body Engineering and Safety
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 4
Vehicle Body Engineering and Safety
shatter. Airbags would burst forth to protect you. But even with all the advancements in safety
we have on our modern automobiles, this would likely be a tough accident to walk away from. A
car simply isn't designed to go through a brick wall.
But there is another type of "wall" that cars are designed to move through, and have been for a
long time -- the wall of air that pushes against a vehicle at high speeds.
Most of us don't think of air or wind as a wall. At low speeds and on days when it's not very
windy outside, it's hard to notice the way air interacts with our vehicles. But at high speeds, and
on exceptionally windy days, air resistance (the forces acted upon a moving object by the air --
also defined as drag) has a tremendous effect on the way a car accelerates, handles and achieves
fuel mileage.
This where the science of aerodynamics comes into play. Aerodynamics is the study of forces
and the resulting motion of objects through the air. For several decades, cars have been designed
with aerodynamics in mind, and carmakers have come up with a variety of innovations that make
cutting through that "wall" of air easier and less of an impact on daily driving.
Essentially, having a car designed with airflow in mind means it has less difficulty accelerating
and can achieve better fuel economy numbers because the engine doesn't have to work nearly as
hard to push the car through the wall of air.
Engineers have developed several ways of doing this. For instance, more rounded designs and
shapes on the exterior of the vehicle are crafted to channel air in a way so that it flows around the
car with the least resistance possible. Some high-performance cars even have parts that move air
smoothly across the underside of the car. Many also include a spoiler -- also
known as a rear wing -- to keep the air from lifting the car's wheels and making it unstable at
high speeds. Although, as you'll read later, most of the spoilers that you see on cars are simply
for decoration more than anything else.
In this article, we'll look at the physics of aerodynamics and air resistance, the history of how
cars have been designed with these factors in mind and how with the trend toward "greener" cars,
aerodynamics is now more important than ever.
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 5
Vehicle Body Engineering and Safety
Aerodynamic Forces
Laminar Separation
Tripping of Boundary Layer
Pressure Distribution
Wake
Tires
Glass and Trim
General Improvements
Unconventional Features
Aerodynamic Forces
Lift force
Drag force
Side force
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 6
Vehicle Body Engineering and Safety
Force coefficients
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 7
Vehicle Body Engineering and Safety
o Increases load on tires without increasing the vehicle‘s weight (up to 10% of
vehicle‘s weight)
o Improves cornering performance with no weight penalty
o First discovered in 1960s!
Example
o Rear Spoiler (Mazda RX-7 R-2)
o CD = 0.31 (0.29 without spoiler)
o CL front = 0.10 (0.16 without spoiler)
o CL rear = 0.08 (0.08 without spoiler)
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 8
Vehicle Body Engineering and Safety
Underbody improvements
o Aerodynamic properties
o Reduce drag
o Increase down force
Laminar Separation
Laminar Separation
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 9
Vehicle Body Engineering and Safety
Laminar Bubble
Laminar bubble area is sensitive and can easily separate, resulting in excess
drag
The rear end shape is the most critical factor in lowering the drag coefficient
Flow separation above the rear window can cause annoying dirt deposits on
the glass
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 10
Vehicle Body Engineering and Safety
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 12
Vehicle Body Engineering and Safety
Tires
Tires influence a vehicle‘s aerodynamic properties
o Cross sectional area
o Frontal area
o Rotation of tires
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 13
Vehicle Body Engineering and Safety
General Improvements
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 14
Vehicle Body Engineering and Safety
1. Front spoiler
2. Ducted engine cooling
3. Shrouded windshield wiper arms
4. Aerodynamic mirrors
5. Smooth windshield transitions
6. Smooth side window transitions
7. Smooth rear window transition
8. Optimized trunk corner radii
9. Optimized lower rear panel
10. 10 - Smooth fuel tank and underbody
11. Optimized rocker panels
12. Flush wheel covers
13. Elimination of the rain gutter
Heave Pitch, Roll, Warp and Yaw -In order to study the response of the car to control inputs or
disturbances, it is necessary to combine more than one coordinate system to fix the position of
the components in space. The convention for the complete car has been taken from aeronautics
with an Earth-Fixed axis system XYZ as shown in the diagram. The car has its own axis notation
xyz. the suspension pick up points related to a z axis O-Line plane for the base of the chassis
(this may not be the lowest point on the car). The x axis often points rearwards and is normally
related to a front bulkhead. The y axis is lateral from the centre line. Note that the z axis origin is
not at the ground plane, and there is no rake to the z plane. These coordinates must be related to
the Earth-Fixed system before handling analysis can take place.
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 15
Vehicle Body Engineering and Safety
Yaw
The yaw allows the vehicle to move towards the left or right while in motion. The movement is
done about a vertical axis
Pitch
The pitch refers to the movement of the vehicle‘s nose either up or down.
Roll
Roll is known as the rising or dipping of the vehicle.
Shreehari P Shaldar, Asst. Professor, Dept. of Automobile Engg., AIT, Bangalore Page 16