Double-Decker Coach Axle Configuration for Road Safety
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Solution Overview
Problem
Existing double-decker coaches face issues with passenger comfort and safety, as well as road surface damage, due to inadequate suspension and steering systems.
Innovation Solution
A double-decker coach design featuring a transverse front axle with steerable wheels, a tandem rear axle with independently suspended drive and trailing wheels, and an optimal axle ratio to enhance road safety, comfort, and maneuverability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Quantity of substance
If a double-decker coach uses a conventional axle configuration, then the passenger capacity is increased, but the passenger comfort and safety deteriorate
Solution Approach 1:
The rear axle assembly is segmented into a drive axle and a trailing axle, with each axle independently suspended. This segmentation allows each axle to independently absorb and distribute loads, reducing the impact on passenger compartments and improving overall safety and comfort while maintaining high passenger capacity
Solution Approach 2:
The suspension system is designed to be dynamically responsive, with independent suspension for each axle that can adapt to varying road conditions and load distributions, thereby maintaining passenger comfort and safety despite the increased capacity of the double-decker configuration
2Quantity of substance
If a double-decker coach uses a conventional axle configuration, then the passenger capacity is increased, but the road surface damage increases
Solution Approach 1:
The rear axle assembly is segmented into a drive axle and a trailing axle, with each axle independently suspended. This segmentation allows each axle to independently absorb and distribute loads, reducing the impact on passenger compartments and improving overall safety and comfort while maintaining high passenger capacity
Solution Approach 2:
The invention optimizes the ratio of distance C (between the third axle and rear end) to distance B (between front axle and trailing axle) to be between 0.2 and 0.5. This parameter change in axle positioning distributes the vehicle's weight more evenly across the road surface, reducing concentrated loads and minimizing road surface damage while maintaining the double-decker's high passenger capacity
3Ease of manufacture
If the ratio of distance C to distance B is not optimized, then the manufacturing is simpler, but the steerability and maneuverability deteriorate
Solution Approach 1:
The invention optimizes the ratio of distance C (between the third axle and rear end) to distance B (between front axle and trailing axle) to be between 0.2 and 0.5. This parameter change in axle positioning distributes the vehicle's weight more evenly across the road surface, reducing concentrated loads and minimizing road surface damage while maintaining the double-decker's high passenger capacity
Data Source
AI summary
A double-decker coach is described which includes a frame, an engine, a front axle and a tandem rear axle. The front axle lies transversely to the principal axis of the frame and offers support to the frame. The front axle includes a pair of steerable wheels, which lie mounted on bearings. The pair of wheels can be steered by a driver. The tandem rear axle lies transversely to the longitudinal direction of the frame and is mounted parallel to the front axle and offers support to the aforesaid frame. The tandem rear axle includes a drive axle and a trailing axle. The drive axle includes two pairs of drive wheels. The drive axle is coupled to the engine. The trailing axle is mounted parallel to the drive axle and includes two pairs of trailing wheels. The ratio of the distance (C) between the third axle and the rear end of the double-decker coach relative to the mutual distance (B) between the front axle and the trailing axle is between 0.20 and 0.50, preferably 0.25 and 0.45, more preferably 0.35 to 0.42, and most preferably approximately 0.39.