AIJSTPME (2013) 6(3): 69-74

Stress Analysis and Validation of Superstructure of 15-meter Long Bus under Normal
Operation

Lapapong S., Pitaksapsin N., Sucharitpwatkul S.*, Tantanawat T., Naewngerndee R. and Phuchamnong A.
National Metal and Materials Technology Center
E-mail address: sedthaws@mtec.or.th

Abstract
The strength of the superstructure of a bus is very critical to the safety of passengers, both in normal operation
and in the event of accident. During the normal operation, the structure of the bus is subjected to several
loads, which may be induced by its inertia during vehicle maneuvering (i.e. braking and cornering) or by
external loads from the road (i.e. crossing over a speed bump). Moreover, there is a substantial possibility that
these loads may lead to a structural failure. Hence, it is necessary to determine stresses occurred in the bus's
superstructure to ensure its integrity under these driving scenarios. This paper presents techniques
implemented to analyze stresses on the superstructure of a newly designed 15-meter long bus subjected to
loads previously mentioned using Finite Element Method (FEM). The stress analysis technique used in each
scenario is selected based upon the frequency intensity of load excitations and the dynamic responses of the
structure. Besides, the results obtained from FEM, particularly strains, are validated with the experimental
ones to investigate the fidelity of the selected techniques.

Keywords: Finite Element Method, Stress Analysis, Bus, Structure

1 Introduction
A bus production is one of a few sectors in bus has to be increased. The chassis for a 15 meter-
automotive industry in Thailand that involves long bus is commercially available. The task of the
structural designs. A domestic bus maker purchases a bus maker is to redesign the superstructure of the
bus chassis and other components from its suppliers. bus for this new specification. Designing the
Based on the acquired chassis and components, the superstructure based on trial and errors may be
bus maker designs and builds a bus frame, called a carried out as a conventional design method.
superstructure, to form the skeleton of a bus. However, the cost of such method is too expensive
Designing the superstructure is one of the critical for the bus maker to survive in the competitive
steps in the production process. If the superstructure business. One approach to help reach a highquality
is overdesigned, the bus will be heavy and result in design while keeping the development cost low is to
high fuel consumption and short lifetime. If it is employ a finite element method. Nonetheless, the
under-designed, the bus will be easily damaged and results of the finite element method will be valuable
require frequent repairs. The goal of the design is to only when the data, such as loading characteristics,
have a superstructure with sufficient strength to used in the finite element method is closely related to
withstand loads while keeping the weight as minimal reality. The objective of this paper is to present
as possible. Once the design of the superstructure is techniques used to analyze stress on a superstructure
obtained, the bus maker builds it on the acquired for a 15-meter-long bus that is subjected to loads
chassis. Seats, floors, panels, glasses, engine, and under a normal operation. Three scenarios: braking,
other components are put together to complete the double-lane change, and speed-bump crossing, are
bus production process. arranged in a field testing to represent frequent
Most of the buses built in Thailand typically have the situations that the bus typically experiences in the
length not exceeding 12 meters. To increase the normal operation. In the field test, acceleration and
capacity of the bus, while maintaining the same strains of the superstructure are acquired. The
amount of space for each occupant, the length of the acceleration is later inputted as a load acting of the

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superstructure in the stress analysis of each scenario.

The technique used to perform the stress analysis in
each scenario is determined by evaluating how
intense the associated load excites the structural
dynamics. To investigate the effectiveness of the
applied techniques, the strains obtained from the field
testing are compared to the ones from the FEM
simulations.

2 Finite element modelling

To construct a finite element model of the
superstructure of the bus shown in Figure 1, a three-
dimensional solid model of the superstructure is first
formed in a Computer-Aided Design (CAD) software
as illustrated in Figure 2. The superstructure basically
consists of several beam sections and thin-plate
components. Based on this CAD model, the finite
element model is further developed in a commercial
Computer-Aided Engineering (CAE) software as
shown in Figure 2. In this finite element model, the
beam structures are meshed with one-dimensional
nonlinear beam elements that have six degrees of
freedom per node (CBEAM) [1]. Two dimensional Figure 2: Complete CAD model and finite element
shell elements (Kirchhoff element) [2] are applied to model of the superstructure.
the thin-plate components such as floor, interior wall,
etc. The density of the superstructure is adjusted, Table 1: Mechanical properties of the superstructure.
taking masses of body panels and windows into Modulus of elasticity (E) 193 GPa
consideration. Regarding this assumption, the density
Poisson ratio (ν) 0.30
is non-uniform and considerably varied throughout
the superstructure. Masses of passengers, seats, Density (ρ) 7,850 kg/m3
engines, air conditioning systems, etc. are represented Yield strength (σyt) 333.87 MPa
by lumped masses located at their original centers of
gravity. This model is entirely composed of 6,718
elements and 6,225 nodes. The mechanical properties
3 Field testing
of the superstructure are acquired from the ASTM E8
tension testing [3] and summarized in Table 1. This section describes a field setup implemented to
measure acceleration (and/or deceleration) and
structural strains induced during the scenarios of
braking, double-lane change, and speed-bump
crossing. In this work, the acceleration is necessary to
define a load exerting on the superstructure. The
strain is essential to evaluate the fidelity of simulation
results. To measure these, four tri-axial
accelerometers are installed on the chassis of the bus,
and seven foil strain gauges are attached to the
superstructure. Their output signals are recorded
through a DAQ system. Figure 3 shows the rough
locations of these devices. In the figure, an
accelerometer and strain gauge are denoted by “A”
Figure 1: 15-meter long bus. and “S”, respectively. The convention of the

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coordinates used throughout this work is defined by

the Society of Automotive Engineers [4].
After the field testing is conducted, the acceleration
data are post-processed with a low-pass filter to
eliminate noises. Figure 4 illustrates the accelerations
of suddenly braking bus with the initial longitudinal
velocity of 16.7 m/s (60 km/hr). The maximum
longitudinal acceleration in this case is estimated to
be 7.8 m/s2 (0.8g's). The lateral accelerations of the
bus manoeuvring the double-lane change are shown
in Figure 5, and the peak acceleration is
approximately 3.4 m/s2 (0.35g's). Figure 6 presents
the accelerations while the bus is crossing over the
speed bump at the longitudinal velocity of 8.3 m/s
(30 km/hr). Evidently, from the figure, this driving
condition may be considered as an impact. In these
figures, the longitudinal, lateral, and vertical
accelerations are respectively represented by the blue,
green, and red lines as well as the subscripts “x”, “y”,
Figure 4: Accelerations recorded during braking
and “z”.
with the initial longitudinal velocity of 16.7 m/s (60
km/hr). (a)Accelerometer A1. (b) Accelerometer A2.
(c)Accelerometer A3. (d) Accelerometer A4.

Figure 5: Accelerations recorded during double-

lane change at the longitudinal velocity of 16.7 m/s
Figure 3: Locations of accelerometers (A) (60 km/hr). (a) Accelerometer A1. (b) Accelerometer
and strain gauges (S). A2. (c) Accelerometer A3. (d) Accelerometer A4.

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Figure 7: Frequency-domain representation of the

longitudinal acceleration during braking.

In the stress analysis of the braking and double-lane

change scenarios, the superstructure is constrained
Figure 6: Accelerations recorded during speed-bump with a simple support as shown in Figures 8 and 9.
crossing at the longitudinal velocity of 8.3 m/s (30 The front and rear supports are the pinned and fixed
km/hr). (a) Accelerometer A1. (b) Accelerometer A2. translation ones, respectively. The fixed translation
(c) Accelerometer A3. (d) Accelerometer A4. supports allow the superstructure to move in the
longitudinal direction. In the braking scenario, the
longitudinal deceleration with the magnitude of 7.85
4 Stress analysis m/s2 (0.8g's) is applied on the superstructure as a
body force. Figure 8 illustrates the distribution of
This section presents the results of FEM-based stress
maximum combined stress [1] in the superstructure in
analysis of the superstructure in the interested
this case. The maximum stress is 189 MPa at the
scenarios, which are braking, double-lane change,
point near the front axle. In the case of double-lane
and speed-bump crossing. Before the stress analysis
change, the superstructure is acted by the lateral
is performed in each driving condition, the relevant
acceleration with the magnitude of 3.43 m/s2
analysis technique must be selected. Thus, the
(0.35g's) in the same fashion. The structural
frequency intensity of load excitations and the
maximum combined stress of this case is shown in
dynamic responses of the superstructure are first
Figure 9. Located near the rear axles, the largest
considered. Figure 7 shows the frequency-domain
stress in this case is computed to be 119 MPa.
representation of the longitudinal acceleration data
acquired from four accelerometers during the
braking. From the figure, it is evident that this
acceleration data inherently contain relatively low
frequency contents (< 1 Hz). Further, the FEMbased
modal analysis of the superstructure reveals the
natural frequency of its first mode to approximately
be 3.8 Hz. Based upon these, it may be concluded
that the load, which is the acceleration, is not able to
excite the dynamics of the superstructure in this case.
The similar conclusion may also be drawn in the case
of double-lane change. Hence, the technique of
nonlinear quasi-static stress analysis, which does not
concern the structural dynamics, is adopted in these Figure 8: Distribution of maximum combined stress
cases. in the superstructure in the case of braking.

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Figure 9: Distribution of maximum combined stress

in the superstructure in the case of double-lane
change. Figure 11: Distribution of combined stress in the
superstructure in the case of speed-bump crossing.
To analyze the structural stress in the speed-bump
crossing case, the response spectrum method [5] is
employed, since the external loads contains the 5 Validation of stress analysis
frequency content that is in the range of dynamic The fidelity of the stress analysis technique employed
excitation of the superstructure as shown in Figure only in the cases of braking and double-lane change
10. Figure 11 presents the stress distribution in the is investigated in this section. However, the
superstructure for this case. The input loads are the validation in the speed-bump crossing case is not
frequency-domain representation of the vertical presented, because of the experimental limitation
accelerations given at the points of supports based on the fact that the response spectrum method
(indicated by the arrows in the figure). The stress in and SRSS combination method are used to estimate
each mode is combined by the method of the Square the probable maximum structural stress in this case.
Root of the Sum of the Squares (SRSS) [5]. From the As previously described, the structural strains are
figure, the maximum stress is approximately 188 recorded during the field testing and subsequently
MPa located in the right side-member above the rear used as a validation index. Figures 12 and 13
axles. illustrate the experimental strains compared to the
ones computed from the simulations in the cases of
braking and double-lane change, respectively. In the
figures, the horizontal axes indicate the strain gauges'
identification numbers as shown in Figure 3, and the
vertical axes represent the maximum stresses at their
defined locations. The plots show that the finite
element simulations give an acceptable strain
prediction in both scenarios; however, there are a
minority of validation points in the braking case that
introduce errors. Thus, it may be concluded that the
technique used to perform the stress analysis in this
Figure 10: Frequency-domain representation of the work is rather valid, and a further investigation is
vertical acceleration during braking. required to determine the source of errors.

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daily operation. Three driving conditions including

braking, double-lane change, and speed-bump
crossing are candidates to represent the scenarios that
a bus frequently experiences. These conditions are
arranged in a proving ground to acquire accelerations
exerting on the structure and structural strains at
various locations. The acceleration data are further
analysed to determine their frequency contents.
Based on frequency contents and the modal analysis
of the structure, a nonlinear quasi-static FEM is
selected to perform the stress analysis in the cases of
braking and double-lane change, and the response
spectrum method is applied in the speed-bump
crossing case. The FEM results reveal that the
maximum induced stresses in all three driving
conditions do not exceed the yield strength of the
material used to construct the superstructure. In
Figure 12: Comparison of strains obtained from addition, the strain values obtained from the finite
the field experiment and finite element model element simulations are found to be close to those
in the case of braking. measured by strain gauges, which confirm the
validity of the applied stress-analysis techniques.

Acknowledgements
The authors gratefully acknowledge the financial
support of this work from Thepsombattour Co., Ltd.
through the National Metal and Materials Technology
Center under the project no. P-11-00440.

References
[1] MSC Software Corporation, 2012., MSC
Nastran 2012 Quick Reference Guide, Santa
Ana, CA.
[2] Zienkiewicz, O.C. and Taylor, R.L., 2000., The
Finite Element Method: Volume 2, Fifth
Edition, Butterworth-Heinemann.
Figure 13: Comparison of strains obtained from [3] ASTM E8/E8M-11: Standard Test Method for
the field experiment and finite element model Tension Testing of Metallic Materials.
in the case of double-lane change. [4] SAE International Surface Vehicle Recommended
Practice, “Vehicle Dynamics Terminology,” SAE
Standard J670e, Rev. July 1976.
6 Conclusions
[5] Gupta, A.K., 1990. Response Spectrum Method
This work outlines a procedure to compute the stress in Seismic Analysis and Design of Structures,
distribution of a bus superstructure that undergoes a Blackwell Scientific Publications.

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