International Conference on Mechanics and Civil Engineering (ICMCE 2014)

Topology Optimization Design of Bus Body Structure Based on

Altair-Optistruct
Xiu-Chun WU1,2,a, Wen-Qiang ZHENG1,b,*, Pan ZHOU1,c
1
School of Mechanical Engineering, University of Shanghai for Science and Technology, Shanghai
200093, China
2
School of Automobile, Shanghai Dianji University, Shanghai 200245, China
a
58777863@qq.com, bzwenqiang@126.com, c1076018760@qq.com
*Corresponding author

Keywords: Bus Body, Finite Element, Topology Optimization, Lightweight.

Abstract. In this paper, the Finite Element Method (FEM) is used to study the topology optimization of
bus body structure by Altair-OptiStruct software. Firstly, based on the maximum principle of
optimization space, the topology optimization area is established. Then the topology optimization is
calculated under the bending condition and bending and torsion condition. Finally, the performance of the
body structure is verified. Results show that the performance of structure has been improved and the
weight of the body has decreased by 3.8% after topology optimized, which can provide reference for the
bus body lightweight design.

Introduction
In the initial design of product development, there is no sample structure for reference if you want to
carry out a new or improved design, and lack of the successful experience about product. So it is difficult
to build model quickly [1]. With the rapid development of FEM and computer technology, the application
of structural topology optimization for product design has become more and more important method.
Topology optimization method is a finite element based structural optimization process, increasingly
used by engineers to support the development of minimum weight structure by helping to determine the
most efficient way to carry a given set of loads using a minimum amount of material and designing within
a predefined design space[2].The basic idea of topology optimization is to turn seeking the optimal
structure of the topological problem into problem of seeking the optimal material distribution within a
given design area. Engineers can establish a relatively effective finite element model through defining
loads and constraints [3].

Finite Element Modeling

Firstly, the component area for optimal design is determined when doing topology optimization. The
principle of selection is to cover comprehensively as possible and take into account the practical
connection of body frame. In order to decrease the weight of the whole model, some less important parts
could be removed [4]. According to the spatial structure of bus body frame, the geometry model of the
finite element analysis is determined based on shape, geometry size, boundary conditions and other
characteristics of the study object [5], and then the locations of windshield, roof vents and air condition
should be reserved. Finally, the optimization design space area of the body frame is established.
Here we mainly study on the topology of the region, so the element size of components and parts must
be small. For the mesh size, the smaller the mesh is divided, the higher the precision. But the amount of
calculation will be bigger and require substantial computational resources. Therefore, comprehensive
consideration is needed when meshing.
The bus body frame is formed by ceiling, chassis, front wall, rear wall and side wall etc. The main study
includes ceiling and side wall in this paper. Considering the complexity of the frame, the element size is
30mm, combining with triangular element and quadrilateral element, and the thickness of the size is
40mm in the optimization area.

© 2014. The authors - Published by Atlantis Press 281

 The finite element model of the bus frame structure contains of 130136 nodes, 7682 triangular
elements and 12800 quadrilateral elements after meshing. The material is 16Mn. Elastic modulus is .
Density is and Poisson's ratio is 0.3. The finite element model of body frame after meshing is shown in
Fig. 1.

Fig. 1 Topology Optimization Finite Element Model

Topology Optimization
For a bus, suffered loads are complex and changeable during using. One of the most common
conditions mainly includes bending condition and bending and torsion condition in the process of driving,
which also is currently the research direction in domestic [6, 7].
Bending condition is the most common form of the bus driving, and the load is received by vertical
bending load in this case. The loads are mainly comprised of frame, engine, transmission, seats, luggage
etc. The frame weight is loaded in the form of gravity acceleration, and the weight of other parts is loaded
with equivalent force, such as seats, passenger and luggage. The weight of the engine and transmission is
loaded with corresponding connection of nodes. When applying constraints, X, Y and Z translation DOF
of left rear wheel are constrained, X and Z translation DOF of right rear wheel are constrained, Y and Z
translation DOF of left front wheel are constrained, and Z translation DOF of right front wheel is
constrained. The Load and constraint model of the bending condition is shown in Fig. 2.
Bending and torsion condition is extremely dangerous when the bus driving. It represents the bus's
ability to cope with the complex conditions. In this condition, the force of the whole body is considered
static. The condition of left front wheel in a suspended state is chosen. The load of this condition is the
same with bending condition. When applying constraints, X, Y and Z translation DOF of left rear wheel
are constrained, X and Z translation DOF of right rear wheel are constrained, Y and Z translation DOF of
left front wheel are constrained, and all DOF of right front wheel are released. The Load and constraint
model of bending and torsion condition is shown in Fig. 3.

Fig. 2 Applied Load and Constraints Model Fig. 3 Applied Load and Constraints Model

The topology optimization design variable is the relative density of optimized space unit. The
optimization objective function is the smallest body frame mass. The constraints are bending stiffness and
torsion stiffness. Then those are submitted to Altair-OptiStruct. Optimization results are obtained after 60
iterations. The local topological results are shown in Fig. 4 and Fig. 5.

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 Fig. 4 Optimized Results Nephogram Fig. 5 Optimized Results Nephogram

By comparing the nephogram of two kinds of conditions it can be concluded that topology optimization
results are almost the same on the left side wall and right side wall, which indicates that topology
optimization results have certain credibility. The load path is more noticeable, and the left and right are
surrounded with several obvious beams, and most of them are connected with pillar of the skirt to more
convenient to the force transfer and avoid stress concentration. In the bending and torsion condition, the
body ceiling consists of a number of triangle structure beams with good stability. The entire topological
results are clear and the force transfer path is obvious and reasonable, which shows that simulation
analysis is effective. However, some local regions have not reasonable structure, for example, although
some places retain the material, but not connect with the surrounding material, so that the force can’t be
transmitted effectively.

Results Analysis and Performance Comparison

Optimization Results Analysis

The body frame component nephogram is obtained by analysis. The nephogram distribution trend and
prototype frame as reference, the new body frame is gotten.
The optimization result nephogram of body ceiling is shown in Fig. 6. When processing the results, the
beams of triangle structure are chosen as the straight rods. Considering the coordination and load transfer,
the junction of the ceiling and side wall should be referred to the structure of the prototype. The optimized
structure is shown in Fig. 7.

Fig. 6 Ceiling Optimized Results Fig. 7 New Ceiling Structure

The optimization result nephogram of side wall is shown in Fig. 8. The results show that it is beneficial
to transfer the load force and avoid stress concentration. Considering the optimization calculation is
strictly accordance with the theory, so the components are connected to each other as much as possible
during analyzing in order to form a closed structure. According to the load transmission, the beams should
be added appropriately. Some short, horizontal or vertical component beams for the connection should be
to retain according to the need. In addition, the integral aesthetics and installation convenience of some
accessory should be considered. The structure optimization result is shown in Fig. 9.

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 Fig. 8 Side Wall Optimized Results Fig. 9 New Side Wall Structure

Performance Comparison
After the completion of the relevant analysis and processing, in order to ensure the relevant
performance of the frame in the reasonable scope, the static and dynamic characteristics could be
analyzed. This paper is mainly analysis and comparison the stiffness and modal characteristics of the
frame.
Bending Condition Stiffness Characteristics
Analysis results chart of the primary position is shown in Fig. 10.

Fig. 10 Bending Condition Measure Diagram

The analysis results show that the largest deformation position of the side walls is on the right side near
the position of the door, and the deformation value is 1.791mm, which indicates that the improved
structure meets the requirements. For the bending condition the stiffness of the whole body frame can be
evaluated by bending deformation at the bottom of the frame. The maximum deformation at the left and
right longitudinal beam of the frame bottom is 3.236mm and 3.721mm respectively, so the average
deformation of two sides is 3.479mm. The bending stiffness value K of body frame is 2.87 104 N mm
after topology optimization, which is decreased slightly compared with the bending stiffness of the
prototype, but still meets the design requirements of strength and stiffness. The relative deformation of
doors and windows is decreased than the prototype, which indicates that the distribution of frame is more
reasonable and coordinate after the topology optimization.
Bending and Torsion Condition Stiffness Characteristics
Analysis results chart of the primary position is shown in Fig. 11.

Fig. 11 Bending and Torsion Condition Measure Diagram

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 The analysis results show that the largest deformation position is the front window, and the deformation
value is 1.465mm, which illustrates that the local deformation of body is uniform. The torsion stiffness of
the whole body frame can be evaluated by torsional angle value of both sides of the frame. In the
post-processing software the torsion angle value  can be gotten and it is 0.235 . The torsion stiffness
value K of the whole body frame is1.87 10 4 Nm deg , which is decreased slightly compared with the
torsional stiffness of prototype, but still within a reasonable range.
Modal Characteristics
Modal characteristics analysis is to verify the dynamic performance after optimization, and the
ultimate purpose of the analysis is to prove the global performance of the mechanical systems. Therefore,
the body frame’s formation characteristics and the corresponding modal frequency values of the first to
eighth orders are calculated in the finite element software, and the results before and after optimization are
compared. The aim is to determine the optimization in a reasonable scope and ensure the effectiveness.
Modal analysis is carried out by using finite element analysis software Radioss in the Altair Hyper-works.
The body frame’s performance comparison before and after optimization is shown in table 1.

Tab. 1 the Body Frames Performance Comparison before and after Optimization
Change
Object Before optimized After optimized
value
Mass[Kg] 18690 18210 480
The first order modal [Hz] 7.926 9.457 1.531
The second order modal [Hz] 9.237 10.626 1.389
The third order modal [Hz] 14.806 15.924 1.118
The fourth order modal[Hz] 14.927 18.106 3.179
The fifth order modal [Hz] 17.223 20.233 3.010
The sixth order modal [Hz] 18.041 20.635 2.594
The seventh order modal [Hz] 18.723 21.826 3.103
The eighth order modal [Hz] 20.126 22.927 2.801
Table 1 shows that the total mass of bus body frame has reduced 480kg after optimization and each
order modal is increased compared with the result before optimization in varying degrees. The modal
analysis and calculation results show that the optimized body frame achieves the purpose of lightweight
and dynamic performance is better than the original frame.

Summary
Topology optimization design space of bus body structure is established by Altair-OptiStruct software in
this paper, and the performance of structure is obtained by static and dynamic analysis. The results are as
follows:
1) Base on the prototype structure of body and optimized results, the new finite element model is
established and the each order modal is greatly improved. Modal characteristics are reasonable.
2) Topology optimization of bus body structure is analyzed in order to lighten weight. Comparing with its
quality before and after optimization, the conclusion indicates that the weight of frame have decreased by
3.8%.
3) The results of optimization can not only accumulate experience of modern design for the structural
design engineer, but also provide important reference for structure improvement and optimization design.

Acknowledgement
This research was supported by Discipline Foundation Project of Shanghai Dianji University
(12XKJC02) and Research Project of Science and Technology Committee of Minhang District of
Shanghai (2012MH152).

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