15-04-2014

MONOCOQUE
CONSTRUCTION OF INTEGRAL
BUS BODY
(MONOCOQUE/UNIBODY)

Monocoque,

meaning

'single

shell'

in

French, is a construction technique that

utilizes the external skin to support some or
most of the load.

The technique may also be called structural

skin or stressed skin.

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The semi-monocoque is a hybrid of a mutually

reinforcing

tensile

shell

and

In integral bus construction, a base structure is

compressive

formed with 4 long Side members, cross

structure.

members, outriggers and wheel arch supports.

Unitary body / unit body - uses a system of box

Units like engine , gear box, axles etc are

sections, bulkheads and tubes to provide most

mounted on the flexible Under structure, which

of the strength of the vehicle, to which the

is fabricated by welding.

stressed skin adds relatively little strength or

stiffness

These under structures are painted with

suitable colors to prevent corrosion .

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DESIGN OF INTEGRAL BUS

Chassis under structure

The body pillars which are ring frames are

attached to the two extreme Side members
called sole bars by bolting.
The paneling is done as per specifications to
give good integral Structure.
The under and body structure act as a single
structure to carry the Load.
Thus for a given load the integral structure will
withstand more stress which indicates that
every member of the structure is sharing the
load.
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Unit weights like engine, gear box, radiator,

steering box, batteries and fuel tank acting as
point loads at the mounting points.

Weight of under structure considered

uniformly distributed load.

Considering the vertical and lateral bending,

moment is calculated and a section required to
carry the weights is decided allowing for a
reserve factor depending on the road conditions.
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CHASSIS AND BODY BUIDING TECHNIQUES

Chassis body structure

Body weight and Payload are considered as

uniformly distributed load.

The basic under structure is fabricated out of

thin mild steel cold rolled channel sections fully

Considering bending , torsion and combination

of both, the body structure is designed allowing

galvanized for corrosion protection.

The structure is provided with cross members

for a reserve factor depending in the road

and outriggers at specified intervals so that they

conditions.

will form complete ring frames along with body

side pillars and roof sticks.
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Pillars and roof sticks are made of sheet metal

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All inner panels and wheel arch truss panels are

pressed sections.

of sheet metal and solid steel riveted to the pillars

Pillars are bolted to the sole bar of the under

and longitudinal.

structure and the roof sticks are connected to

All outer panels and roof panels are of aluminum

and pop riveted.

the pillar by stiff pressed steel corner brackets

and the joining of them done using solid rivets.

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TESTING AND TEST RESULTS

The
prototype was tested under different
operating conditions for noise level , vibration and
easiness in passenger flow. The test values are
comparable with a conventional bus and are
tabulated:
OPERATING
FACILITIES

BOARDING AND
ALIGHTING
FACILITIES

INTEGRAL BUS

CONVENTIONAL BUS

1st step height from

ground

394 mm

470 mm

INTEGRAL BUS

CONVENTIONAL BUS

VISIBILITY LH SIDE

1310 mm

3023 mm

Passenger floor level

from ground

673 mm

1155 mm

VISIBILITY RH SIDE

1480 mm

2098 mm

No. of steps

Increase in drivers visibility is achieved by lowering the

windscreen level
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NOISE LEVEL
MEASURED IN
DRIVERS AREA

INTEGRAL BUS

Vehicle not moving,

engine under full throttle
condition

78.5 dB

Vehicle running, engine

under full throttle
condition

78.8 dB

CONVENTIONL BUS
VIBRATION LEVEL

INTEGRAL BUS

CONVENTIONAL BUS

Vehicle not moving ,

engine idling condition

0.2 m/s^2

0.6 m/s^2

Vehicle running @
50kmph

1.5 m/s^2

3 m/s^2

92 dB

87 dB

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ADVANTAGES

Reduction in weight when compared to conventional

design with similar specifications.
Easy entry / exit, lowered floor height resulting in better
stability.
Reduction in noise and heat in the drivers and
passengers area.
Lowered windscreen level, better visibility for driver.
Reduced fatigue for driver due to easy approach to
controls.
Low noise and vibration levels.

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Greater rigidity to weight ratio.

Stronger body with larger seating capacity for a
given weight than conventional bus body
construction.
Typically safer in the event of an accident and is
more likely to have better systems including
suspension.

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Can be economically driven from one to three

million

miles (50000

miles

for body on

frame)depending on model, manufacturer, and

quality of maintenance.

Better longevity and resale value compared to

conventional type.

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