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Considering the fierce market competition in the bus-building sphere and the high share of the cost of bodies (about 35–55% depending on the bus class), they should be as unified as possible. This requires compliance of the body with the conditions of various certification rules, i.e., UNECE R110 (compressed natural gas (CNG) cylinders on the roof) or R100 (battery blocks) in the EU and FMVSS 220 (roof vertical deformation) in the US. The developed mathematical method for determining the optimal profile of the bus body based on the intersection of two catenary curves is an effective and applicable solution for predicting the shape of the cross-section and its subsequent modeling in the СAD-environment. While switching from R100-R (rectangular) to R100-CC (catenary-curved) mode the stress σm reduction is growing from 6.44% (mR100 = 800 kg) to 10.32% (mR100 = 1000 kg). The difference in roof deformation δ between R and CC is remarkable: 35–46.5%. Being said, in the case of an 800 kg load a value δ differs almost twice between R and CC body forms: 431.4 mm vs 230.8 mm. FMVSS 220 tests demonstrated just 32.6 mm of roof deformation δ for CC and as much as 220.9 mm for R, which is above the upper certification limit of 5 inches. This clearly confirms the effectiveness of the use of catenary curve methodology in the bus body cross-section design.

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Application of Catenary Curve Principles in the Design of the Low-Floor Bus Body Cross-Section

  • 会议论文

  • 发表日期：

    2025年

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  • Kostyantyn Holenko,
  • Oleksandr Dykha,
  • Maksym Dykha,
  • Oleg Makovkin,
  • Orest Horbay

摘要

Considering the fierce market competition in the bus-building sphere and the high share of the cost of bodies (about 35–55% depending on the bus class), they should be as unified as possible. This requires compliance of the body with the conditions of various certification rules, i.e., UNECE R110 (compressed natural gas (CNG) cylinders on the roof) or R100 (battery blocks) in the EU and FMVSS 220 (roof vertical deformation) in the US. The developed mathematical method for determining the optimal profile of the bus body based on the intersection of two catenary curves is an effective and applicable solution for predicting the shape of the cross-section and its subsequent modeling in the СAD-environment. While switching from R100-R (rectangular) to R100-CC (catenary-curved) mode the stress σm reduction is growing from 6.44% (mR100 = 800 kg) to 10.32% (mR100 = 1000 kg). The difference in roof deformation δ between R and CC is remarkable: 35–46.5%. Being said, in the case of an 800 kg load a value δ differs almost twice between R and CC body forms: 431.4 mm vs 230.8 mm. FMVSS 220 tests demonstrated just 32.6 mm of roof deformation δ for CC and as much as 220.9 mm for R, which is above the upper certification limit of 5 inches. This clearly confirms the effectiveness of the use of catenary curve methodology in the bus body cross-section design.