WO1997011873A2 - An orthographic structure - Google Patents

Abstract

A body shell construction suited to use in transport vehicles comprises an orthographic structure having a substantially horizontal floor (61), two vertical walls and a substantially horizontal roof. The floor, walls and roof form a substantially rectangular box. At least the wall sections of the structure have a sandwich construction with an outer (65, 66) and an inner (62, 63) panel both formed from fibre reinforced plastic (FRP) and a core between the outer and inner panels bonded to each of the outer and inner panels to rigidly separate the inner and outer load bearing panels. The intermediate core may be an intermediate panel (110) having longitudinal corrugations formed therein, the corrugations alternating between contacting the outer load bearing panel (65, 66) and the inner load bearing panel (62, 63). The body shell may include a chassis interface (21, 22) on the underside of the floor section thereof, the chassis interface having a plurality of connection points of substantially greater hardness than the surrounding FRP. The connection points may be arranged in forward and rearward groups, to accommodate the connection of a forward and a rearward chassis.

Description

"An Orthographic Structure" TECHNICAL FIELD

This invention relates to transport vehicles and in particular to the construction thereof. BACKGROUND ART

Throughout this specification, references to an "orthographic" structure shall mean a structure of substantially rectangular box section type wherein the walls ofthe structure contribute fundamentally to the overall strength ofthe structure.

Many different forms of transport vehicle have broadly similar construction characteristics. For example a large number of trucks, trailer units, buses, railway cars and shipping containers share an overall characteristic of being a long rectangular box enclosed by a floor, two walls and a roof, with either or both ends of the box enclosed by an end wall. Obviously, these transport vehicles differ in many other aspects, ranging from the shipping container as a simple box, through the railway car or truck trailer with simple rolling components, up to the bus with its driving and steering arrangements, however aspects of the construction ofthe body shells of these vehicles can at times be broadly similar.

Generally, construction of transport vehicles is such that the vehicles have a substantial chassis forming a backbone, the chassis providing a substantial part of the overall strength and supporting any rolling components and most of the mechanical componentry for driving or controlling the vehicle. In many situations such chassis are produced by a manufacturer who specialises in producing just the chassis, the vehicle being built up on from the chassis by a separate fabricator. The body shell ofthe vehicle is generally built up on the chassis and comprises a lattice work or rib and stringer-type framework to which sheet cladding is fixed. In some instances the sheet cladding used in such construction is constructed from fibre reinforced resins. In general in these forms of construction it is the chassis and the lattice framework which is expected to provide strength to the body shell.

Having regard to tiie current construction of body shells for transport vehicles, and also for other utility vehicles, the constructions tend to be complex and therefore difficult and time consuming to manufacture with consequent higher cost, or heavy and therefore lead to less efficient performance ofthe vehicle, or lacking in strength, with a consequent reduction in safety.

Buses in particular suffer further disadvantages due to their design and construction. Due to the extensive workload that most buses are subjected to, mechanical difficulties are frequently experienced with, for example, the motor, transmission or

SUBSTITUTE SHEET suspension. With buses constructed using the method outlined above, the repairs can be difficult and time consuming and a bus under repair may be subject to a down time of several days. With a fleet of buses this can lead to an operation running at only 85% of its potential capacity due to such maintenance down time.

DISCLOSURE OF THE INVENTION

It is therefore an object of the present invention to provide a transport vehicle construction which will go some way towards overcoming some of the above disadvantages or will at least provide the public with a useful choice. In one aspect the invention consists in a shell construction comprising an orthographic structure having a substantially horizontal floor portion, two substantially vertical wall portions extending from opposed peripheries of said floor portion, said wall portions formmg the enclosing sides ofthe body shell, and a substantially horizontal roof portion extending between the top peripheries of said wall portions; said wall portions having a sandwich construction having an outer load bearing panel and an inner load bearing panel, said outer and inner panels formed from fibre reinforced resin, and an intermediate core between said outer and inner panels, said core bonded over its outer surfaces to said outer and inner panels to thereby space apart said load bearing panels. In a further aspect the invention consists in A vehicle comprising: a body shell having two opposed side walls, a roof section, a floor section, and front and rear transverse walls, said body shell having near its forward end first sub-frame connection means and near its rearward end second sub-frame connection means, a forward sub-frame, front suspension means connected to said forward sub frame, two laterally opposed wheel hubs suspended from said forward sub frame by said front suspension means, said forward sub frame removably connected to said first connection means, and a rearward sub-frame, rear suspension means connected to said rearward sub frame, two laterally opposed rear wheel hub suspended from said rearward sub frame by said rear suspension means, said rearward sub frame being removably connected to said second connection means.

In a still further aspect the invention consists in a passenger seat assembly for passenger transport vehicle comprising a box section pedestal portion to support the weight of passenger, said pedestal having a connecting end adapted to be secured to a wall of a bus, a bottom adapted to be secured to the floor of a bus, free standing front, rear, and opposite end faces, and a top face to support the weight of a passenger, said pedestal in use secured at its bottom face to the floor of a bus and at said end connecting face to an adjacent wall of said bus, and a chair portion connected above the top face face of said pedestal, said chair portion to support the back of a passenger. In a still further aspect the invention may broadly be said to consist in a floor section for a vehicle body shell comprising: a moulded FRP floor member and a chassis connection interface bonded to said floor member, said chassis connection interface comprising a plurality of connection points bonded into said moulded FRP floor member, said connection points formed from a material having a substantially greater hardness than said FRP.

36. A floor section as claimed in claim 35 wherein said chassis interface includes a moulded FRP channel section disposed against and bonded to said FRP floor member such that said channel section and said floor member together enclose an elongate annular space. . The invention consists in the foregoing and also envisages constructions of which the following gives examples.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the present invention will now be described with reference to the accompanying drawings in which;

Figure 1 is a side elevation of a bus having an orthographic body shell construction according to a preferred embodiment ofthe present invention,

Figure 2 is a top cross-sectional elevation through CC of the bus body shell of Figure 1, Figure 3 is a front elevation ofthe bus of Figure 1,

Figure 4 is a cross-sectional view of a portion ofthe floor section ofthe body shell ofthe bus of Figure 1,

Figure 5 is a cross-sectional view of a portion of a wall panel ofthe body shell of the bus of Figure 1, Figure 6 is a cross-section on AA of a partially constructed bus body shell,

Figure 7 is a side elevation ofthe partially constructed body shell of Figure 6, Figure 8 is the cross-sectional elevation of Figure 6 with construction further advanced,

Figure 9 is a cross-sectional side elevation through BB ofthe body shell of Figure 8 with the construction still further advanced, Figure 10 is an exploded perspective view of a seat assembly for the bus of Figure

1,

Figure 11 is a cross-section of a section ofthe roof of the body shell ofthe bus of

Figure 1, Figure 12 is a perspective view in partial cross-section of a railcar having a body shell construction according to a preferred embodiment ofthe present invention,

Figure 13 is a perspective view in partial cross-section of a van having a body shell construction according to a preferred embodiment ofthe present invention,

Figure 14 is a perspective view in partial cross-section of a truck and trailer, the cargo space enclosures ofthe truck and trailer having a body shell construction according to a preferred embodiment ofthe present invention,

Figure 15 is a perspective view in partial cross-section of a shipping container having a construction according to a preferred embodiment of the present invention, Figure 16 is an exploded side elevation ofthe auto bus of Figure 1 , Figure 17 is a perspective view ofthe steering sub frame ofthe auto bus,

Figure 18 is a perspective view ofthe driven sub frame ofthe auto bus, Figure 19 is an underneath elevation ofthe auto bus body shell, with the driven sub frame and steering sub frame detached, in partial cut away,

Figure 20 is a cross section of a portion of a wall panel ofthe body shell ofthe bus of figure 1 according to an alternative embodiment,

Figure 21 is a side elevation of the partially constructed body shell of Figure 6 according to an alternative embodiment, and

Figure 22 is a cross sectional elevation through DD of a portion ofthe floor section as shown in Figure 21.

DETAILED DESCRIPTION OF DRAWINGS

The construction ofthe present invention will firstly be described with reference to Figures 1 to 11 and figures 20 and 21, including primarily the application of the construction to a passenger bus. The passenger bus is in many respects the most complex ofthe transport vehicle types and as such provides a good illustration ofthe working of the invention. Further embodiments ofthe invention, as applied to shipping containers, railcars, trucks and vans, will be described with reference to Figures 12 to 15.

With reference to Figures 1 to 3, a bus for carrying passengers is shown, generally referenced 1. The bus has an internal floor section 2, two opposed side walls 3, a front transverse wall 4 and a rear transverse wall 5, together forming the body shell. The bus has driven wheels 6 on either side ofthe rearward end thereof and steerable wheels 7 at the forward end ofthe body shell, the steerable wheels 7 to be controlled from the steering position 8 inside the body shell. The floor section 2 ofthe body shell has a central aisle 9 running longitudinally from the front ofthe body shell to a position near the rear ofthe body shell, with seats 11 disposed in pairs on raised portions 85 on either side ofthe aisle and fully across the width ofthe body shell rear ofthe termination ofthe aisle. The floor section 2 also includes entry staircase 13 to allow entry into the body shell through door 12. The spaces between seats 11, and the steps ofthe entry staircase 13 are provided with non-slip surface 10. The aisle 9 is at the same elevation as the entry area 84 which includes the drivers seating position. The opposed sides 3 of the body shell have a substantially flat wall section 15, with side windows 16 disposed along substantially the entire length ofthe body shell to allow passenger views. Below the windows 16 and the substantially flat portion 15 of the sides 3 are disposed wheel arches 14 to allow access to the wheels of the bus and, on one side ofthe body shell, luggage lockers 17 between the front and rear wheel arches. On the other side of the body shell, opposite luggage lockers 17, there is stowage room for a spare tyre, and a tank for storage of fuel. The roof section 20 ofthe body shell 1 has an emergency rear hatch 18 to allow the passengers to escape the vehicle in the case of a turn over accident.

In the preferred embodiment of the invention the body shell is preferably constructed from fibre reinforced plastic materials (FRP), for example glass fibre in epoxy resin matrix. Using such materials, all required parts of the body shell can be easily produced, given suitable moulds, with basic manual labour. No complex or costly machinery is required.

The body shell is a stand alone assembly which once completed is mountable on a chassis. While the body shell could readily be configured to mount on a standard form chassis, an alternative and preferred chassis configuration is described later in this specification.

Referring to Figures 6 to 8 and 21, the body shell includes seven primary pre- moulded longitudinal components and two primary pre-moulded transverse components. The primary longitudinal components that make up the body shell are the floor section 61 , the left and right internal side walls 62, 63, the intemal roof 64, the left and right external side walls 65, 66, and the external roof 67. Given the size of some of these components it is envisaged that in many instances it may be preferable to at least in the first instance construct these components in two parts and join the two parts either prior to construction or during construction ofthe body shell. Referring to Figures 4, 5 and 20, portions ofthe floor section and of an assembled wall section are shown in magnified cross-section to demonstrate the construction thereof. Figures 5 and 20 show alternative embodiments ofthe assembled wall section. Referring to Figure 4, it can be seen that the floor section comprises two FRP layers 130, 131 separated by an intermediate layer 132. In the preferred embodiment the FRP material is glass fibre reinforced epoxy. The preferred core material is a high impact resistant material with good overall strength characteristics with very low probability of delamination or fracture. An example of a suitable material is FIBRECORE developed jointly by Toyobo INC, Toyo Cloth Co Ltd, and Japan U Pica Co, all of Japan. In use FIBRECORE is sufficiently porous that in a cured condition it may take up to 50% by volume ofthe plastic resin. While not the lightest core material this provides substantial resistance to fracture or delamination. Alternative materials having similar mechanical properties might also be viable, for example plywood sheeting, however these generally have their own inherent disadvantages, for example water soakage in the case of plywood. The upper FRP layer 130 comprises six plies of chop strand mat interspersed with a ply of woven roving. The lower fibre glass layer 131 has similar composition to the upper layer 130. In some embodiments, and particularly with core materials having a less homogeneous relationship to the upper and lower FRP layers, a plurality of evenly spaced holes 133 may be provided through the core material which allow the lower FRP layer 131 to directly bond to the upper FRP layer 130.

Referring to Figures 5 and 20, the section of a wall is demonstrative of the construction ofthe external 65, 66 and intemal 62, 63 wall panels. Specifically each panel comprises a single thickness of FRP which is formed from for example 3 plies of chop strand mat with a ply of woven rovings between. This sort of simple panel construction is also typical ofthe inner and outer roof panels, and a more robust simple construction can be used in constructing the inner and outer nose and tail cones. Simple chop strand mat plies are also adequate for the production of many other body shell components such as the seats.

In the assembly of the body shell, the floor section 61 acts as the base for construction. The floor section 61 is provided with a chassis connection interface on the underside thereof for connection of the bus mechanical componentry. The preferred underfloor embodiment and embodiments of this chassis interface will be described later in the specification with reference to Figures 16 to 19 and 22. The preferred embodiment includes the provision of chassis mounting rails 21 and 22 to which chassis components can be connected. These rails will be described in more detail later. The walls and roof of the body shell are constructed as a sandwich, with the internal and external FRP sheets separated by a light weight core. The core holds the sheets at a set spacing over their entire surface and prevents the sheets waφing or bending independently. This provides a rigid low weight ofthe structure, with a substantial portion ofthe high strength FRP sheets being disposed in areas of higher stress, as far as possible from the neutral axis ofthe panel defined by the sheets and core.

With reference to Figure 6, the floor section 61 has a flange 68 extending horizontally outwards along each lateral edge, the flanges 68 extending along the entire length ofthe edge ofthe floor section, with each flange having a number of evenly spaced notches 69 (shown in Figure 7) formed therein. The left and right interior wall sections 62, 63 have at their top and bottom edges horizontal extending flanges 70 and 71, which extend outwardly and also have a plurality of notches 69 (see Figure 7) evenly spaced there along. Similarly the internal roof section 64 also has horizontal extending flanges 72, 73 running the entire length of its edges, with further notches 69 (see Figure 7) evenly spaced along the flanges. In constructing the body shell, the internal wall section 62, 63 are stood on the floor section 61, with the bottom wall flanges 71 abutting the floor flanges 68. The floor flanges and the bottom wall flanges are then bonded to connect the internal wall sections and the floor section. The intemal roof section 64 is placed above the wall sections 62 and 63, spanning between the opposing wall sections, with the flanges 72 and 73 resting on opposite top flanges 70 of the opposed wall sections. The roof section flanges 72 and 73 are then bonded to the top wall section flanges 70. In completing this section ofthe construction, it is possible to have the intemal wall sections and roof section remaining in their respective moulds during the positioning and bonding process, with the moulds being removed from inside the body shell once the intemal wall and roof sections are securely bonded and cured.

It should be appreciated in the above that the positioning of flanges and ribs is more for the convenience of the manufacturing process than vital to the structural development ofthe body shell. A variety of approaches to the connection of the panels, and indeed to the configuration ofthe panels is possible. The above described method is however an example of a method of producing the sandwich construction which is favoured due to its simplicity and the progressive manner ofthe construction.

Referring to Figures 6 and 7, with the intemal walls and roof erected, horseshoe ribs 74 are formed around the roof and walls, the horseshoe ribs evenly spaced and are disposed through the notches 69 (see Figure 7). Preferred embodiments ofthe horseshoe ribs are shown in Figures 5 and 20. The horseshoe ribs 74 of the embodiment of Figure 5 are formed in place with temporary moulds erected around the walls and roof. The horseshoe ribs 74 are an approximately 5 cm square section of resin matrix and woven glass fibre. As shown in the figure the horseshoe ribs may include a rigid low density core portion 140, for example expanded polyurethane foam, and an FRP outer sheath 141 surrounding the core portion 140. This improves the overall strength to weight ratio ofthe rib.

The more favoured alternative construction shown in Figure 20 has horseshoe ribs 74 comprising an H-section formed from a pair of channels 300 and 301 bonded back to back. Each rib 74 is disposed with the inner flat side 305 thereof disposed against and bonded to the internal wall section 62. The joining cross member 302 formed by the bonded backs ofthe channels extends peφendicularly away from the intemal wall section 62.

The ribs 74 serve to securely join the walls and roof and also provide some further strength to the body shell. The horseshoe ribs also provide elements of the wall's sandwich construction as will be described later. In conjunction with horseshoe ribs 74 are underfloor transverse ribs 75, which extend under the floor section 61 between the lower ends of each horseshoe rib 74 and the respective chassis mounting rail 21 or 22. The transverse ribs 75 abut the outer side ofthe rail, and taper as they extend outwardly ofthe floor edge to bond to the bottom end of each horse shoe rib. The transverse ribs are preferably approximately 5 cm thick and may be of similar construction to the horse shoe ribs described with reference to Figure 5 and are bonded to the floor rail, the floor and the horse shoe rib end. Altematively as described the underfloor transverse ribs may be constructed as described with reference to figures 19 and 22, being a similar construction to underfloor longitudinal rails 21 and 22. More detail in this regard will be given later in the specification. The underfloor lateral ribs 75 are preferably constructed and bonded to the floor 61 prior to the assembly of the body shell components. In a body shell construction for use as a passenger vehicle such as a bus or railcar the horseshoe ribs 74 serve the further puφose of forming a major component ofthe window mullions 86.

With reference to Figures 7 and 21 a core layer is applied to the intemal wall sections 62, 63 between the horseshoe ribs. The core layer, in the completed construction, is bonded to each ofthe inner and outer wall sections, and rigidly retains the inner and outer walls at a set spacing. A large range of core materials may suggest themselves, but two preferred embodiments will be described with reference to Figures 7 and 21.

Referring to Figure 7, a plurality of pre-formed triangular truss members 76 are bonded to the inner walls between adjacent horseshoe ribs 74. Each triangular truss section has three rectangular or square section sides 90, 91, 92 formed from a glass reinforced resin material, the three sides forming internally a triangle. The truss members are formed so that the intemal triangle is a right-angle triangle. The intemal triangle ofthe triangular truss section is packed with a core material 96. The core material is to the same thickness as the side members ofthe truss section. The core material 96 may for example be foamed polyurethane. In construction of the body shell, a plurality of pre-formed triangular truss sections 76 are arranged between adjacent horseshoe ribs 74, with the short side and the point 92, 94 of the truss 76 abutting the horseshoe ribs 74. In this manner the two vertically adjacent truss sections 76 are orientated out of phase, so that the hypotenuse of the two sections are adjacent and the two sections form a rectangle. The lower side of the lowermost rectangle in each section is positioned adjacent the horizontally extending lower wall flange 71. In placing the truss sections 76, the sections are bonded not only to the horseshoe ribs 74 and the lower wall flange 71, but also are bonded across their flat surface to the interior wall sections 62 and 63.

Referring to Figure 21 a more favoured embodiment ofthe core is shown wherein the core comprises intermediate corrugated FRP panels that contact and are bonded to the inner side section 62, 63 on one face thereof and to the outer side section 65, 66 on the other face thereof. This corrugated core sheet construction will be more fully described with reference to Figure 15 where it will be described in respect of its use as a core between the inner and outer roof section. As shown in Figure 21 altemate corrugated intermediate panels 310, 311 preferably have the corrugations therein disposed at an acute angle with respect to the horseshoe ribs. As shown, the orientation of this acute angle preferably alternates with alternating panels 310, 311. Further sections of corrugated panels 312 are provided in lesser regions at close to the ends ofthe bus.

Further to the core provided between the inner and outer wall sections, a core is provided between the inner and outer roof sections. While a plain foam core may be used, a less expensive core construction has been developed.

With reference to Figures 15 a pre-moulded intermediate wall 110 which has substantially rectangular corrugations 111 therein is bonded to the inner roof section 64. The rectangular corrugations 111 lie longitudinally in the intermediate wall, and the outside surface 112 of the corrugation valleys is bonded to the inner roof section 64. The intermediate wall section 110 may conveniently be formed from a plurality of smaller sections each having only several corrugations to provide for easier handling. These sections may be joined prior to their positioning over the inner roof 64 or may be joined in sit. The corrugations 111 preferably have a substantially flat top surface 116 and bottom surface 112 with a connecting wall 117 there between. To maximise the bonded surface the connecting wall may be made near vertical, however to maximise the resistance ofthe construction to shearing forces between inner and outer roof panels, the connecting walls should be provided at a significant angle to the peφendicular to the inner and outer panels. Referring to Figure 11 the connecting walls 117 are provided at an angle of 30 degrees to the peφendicular to the inner and outer panels to create substantially trapezoidal included sections. These corrugated intermediate core panels are produced in lengths which are closely accommodated by the rib to rib spacing, and the panels are preferably bonded not only to the inner roof but also to the adjacent horseshoe ribs. The panels are tailored to suit their location. FRP constructions, while initially having some flexibility, are unlikely to be deformable through the required roof section bend. Therefore the panel sections are moulded incoφorating the bend 118 in one ofthe lower corrugation sections 119, and in addition for ease of application the entire panel is shaped to fit the contours of both the inner and outer roof sections. As will be described later, the outer roof section is bonded to the top surfaces 16 of the rectangular corrugations 111.

The intermediate panel 110 is preferably moulded using several plies of chop strand mat in a resin matrix. It is envisaged that this corrugated construction has the potential for use other than in the roof portion ofthe body shell. The corrugated section is also applicable to use as the core layer also in the body shell side construction. This application is particularly advantageous in some other vehicle constructions, as will be described later. In the bus application, as an example, the corrugations could be disposed in altemate diagonal configurations, with the intermediate wall sections formed as rectangular panels with diagonal corrugations.

The corrugated panel sandwich construction is light, is made from a substantially uniform material and has substantial inherent strength particularly in resisting bending in a plane transverse to the corrugations. Referring to Figure 8, having now arranged and bonded the ribs, and core material to the inner body sections and inner roof sections, the outer walls 65 and 66 and the outer roof 67 are attached. The body as so far assembled is rotated and lowered firstly on to one ofthe preconstructed extemal side sections 65, and adhered to the side section by a layer of squashy slow curing resin which is preferably pre applied thereto. The body is then again rotated and lowered onto the remaining side section 66 and adhered thereto in a similar manner. Lastly the body is inverted and lowered onto the outer roof section the top faces ofthe corrugations ofthe intermediate panel being adhered to the roof section 67 by a layer of slow curing resin.

It is preferable for some applications that between the fitting of extemal wall sections and the fitting of the roof section, a gutter rail is bonded to the top edge ofthe side section. The gutter rail includes an attachment portion 120 which bonds for example to the top side ofthe outwardly extending flange ofthe inner roof section , and a gutter and roof section receiving portion 121 extending first downwardly from the receiving portion and then away from the wall section before extending upwardly to form a trough 122. The trough is wider than the thickness of the received edge 123 of the outer roof section so that when the received edge is bonded to the inner side ofthe trough a gutter channel remains.

The external side sections are a substantially flat panel. They include the window openings 16, the wheel arches 14 and an opening between the front and rear wheel arches for storage pods 17. A strip bar, or angle bar is provided on one side ofthe door surround to receive hinges and other necessary door mountings. Other metal inserts may be provided in the shell construction where necessary for equipment mounting. In bonding the metal mountings into the FRP shell, if it is envisaged that in areas where significant strength is required, then the mounting strips should preferably be provided with perforations to assist in mounting strength, allowing FRP materials on both sides ofthe metal to bond directly through the perforations.

With reference to Figure 9, once the major longitudinal body shell components have been assembled, the pre moulded outer storm front 82 and outer tail piece 83 may be bolted to the construction. In order to provide a sufficiently strong seat for the bolts that are to hold the nose an tail cones to the body shell, a steel bead is provided around the outer edges of the bus ends bonded to the roof and wall sectioned. The bead may comprise for example an angle bracket disposed against the end surface and trailing edges of the inner surface ofthe side walls and roof. The storm front 82 and tail piece 83 are preferably bolted so as to allow easy replacement in case of damage. The intemal storm front 98 and tailpiece 99 are simply fitted to these respective supports. This having been completed, the major components ofthe bus are now in place, and essentially the remaining work is finishing work, including the fitting of windows, luggage lockers, the door, emergency hatch and interior trim.

With one element ofthe trim, at least in respect of passenger vehicles such as buses and railcars, it has been found that a substantial structural advantage to the overall body shell can be added. Having regard therefore to the design ofthe passenger seats 11 , with reference to Figure 10, seat pedestals 78 are moulded from a composite material and fitted inside the body shell. The seat pedestals 78 are preferably a box construction as shown. In the configuration shown the box is open bottomed, and has also one open side, the open side being provided with flanges 79, the top of said box having two curved depressions 88 therein, and the back of said box having an inset toe recess. The seat bases 78 are adhered around the flanged edges 79 to the inner side wall, and along the lower edges 80 to the floor. In the preferred form ofthe invention lower side walls 62, 63 include inward protrusions 107 over which the open ends of the seat pedestals 78 sit. The inward protrusions assist in locating the pedestals 78 and also provide increased bonded area and a general strength increase for the pedestal connection to the wall. Given the shape ofthe seat pedestals, with the substantial resistance to skewing provided by the box sections, the bonding of each of the seat bases 78 to the side walls 62, 63 and floor section 61 lends significant torsional rigidity to the overall construction of the body shell. This is particularly the case when the number of seats that may be involved is considered. The seats have the effect of providing a substantial number of robust gussets at the wall/floor intersection.

Moulded seats 11 having seat backs, seats and a hand rail, and being produced as a seat pair are then fixed to the seat bases. It is possible that the seats might be formed only with seat backs, the pedestal directly providing weight support, however in the preferred form ofthe invention, to assist with ergonomic shaping ofthe seats, the back and seat portions are integrally formed. Moulded seats 11 are formed to the human figure and as such may not require upholstering, depending on the desired use ofthe body shell.

In an altemative seating configuration the bus might be configured having inwardly facing bench seats 147 (see Figure 2) longitudinally disposed with respect to the bus aisle, to maximise standing room, the bench seats being adjacent each bus wall. In this configuration the same principles may be applied as are applied in the construction ofthe row seating, in order that the seats may assist in providing strength to the body shell. In this regard therefor the construction ofthe bench seats may be broadly similar to that of the row seats, the seats comprising a box-section structure with an open back face which is secured about its edges to the wall portion ofthe body shell, and an open bottom face which is secured about its edges to the floor portion of said body shell, and a freestanding forward face and end faces. The top face of the box-section may serve adequately to support the weight of a passenger, and as the bench seat is aligned against the wall portion a substantial chair back is not necessary. A padded backrest may however be directly provided on the wall portion. If the primary longitudinal premoulded sections are initially moulded in two parts, a front portion and a rear portion, advantages are garnered in several areas of flexibility. Firstly, the body can be manufactured in either right or left-hand drive form without altering the assembly technique, merely including mirrored forward floor and side panels depending on the driver side. Secondly, the body is then easily extendable for example from a twenty-nine seat body shell to a thirty-eight or forty-six seat body shell by including similarly constructed infill panels between the front and rear portions of the primary longitudmal sections.

Referring to Figures 12 to 15, the orthographic structure constmction method described with reference to a bus is also applicable to many other types of transport vehicle. Particular examples ofthe application of such techniques to transport vehicles are described with reference to Figures 12 to 15.

Referring to Figure 12, a railcar is shown generally referenced 230. As is easily seen, the railcar shares many construction features of the bus, notably the emphasis on passenger seating and the presence of windows in the side walls. There is therefore no difficulty in applying the previously described techniques. As an example, the railcar roof section may be constructed having an inner panel 231, an outer panel 232 and intermediate corrugated panel 233, as shown by the cut-away section of the drawing. Furthermore, the portion ofthe side walls ofthe railcar below the windows 234 may be constmcted having triangular truss sections 235. The entire arrangement both with truss sections 235 and corrugated panel 233 used as the core may be supplemented by the use of ribs 237 which act also as the primary component of the window mullions. This constmction is directly analogous to that ofthe bus body shell. A thus constmcted railcar body shell could be simply mounted on existing railcar chassis.

With reference to Figure 13, a van 241 is illustrated in partial cut-away. The van readily illustrates the application ofthe previously described constmction techniques to use in freight transport vehicles having essentially flat sides. In particular but not solely, the application of the construction illustrated by Figure 11 is easily applied. From the partial cut-away it can be seen that the van sides and roof may for example be constructed having an inner panel 241, an outer panel 242 and an intermediate corrugated wall panel 243. The intermediate corrugated panel 243 is preferably constructed so as to already conform to the contours of both the inner and outer panels. In the embodiment shown the corrugations of the intermediate panel are disposed in a longitudinal direction, however these corrugations could easily be disposed in a diagonal configuration.

Referring to Figure 14, a truck is shown having an enclosed cargo space. The cargo space enclosure is constmcted using the previously described techniques. The cut-away portion ofthe cargo space enclosure 245 shows an intemal wall 246, and an extemal wall 247 with an intermediate wall 248 of corrugated configuration disposed between the intemal and extemal walls. Given the size ofthe cargo space enclosure, the intermediate panel is preferably formed in sections, each section being separated by a rib 249. To improve the performance of the stmcture under a variety of loading conditions, the intermediate panels are preferably fixed in an alternating diagonal configuration. Also shown in Figure 14, a truck trailer 250 has a cargo space enclosure 251 which can be constructed in an identical manner to the cargo space enclosure 245 ofthe truck.

Referring to Figure 15, a further use ofthe construction technique described with reference to the bus is shown. Figure 15 shows the construction technique applied to a shipping container. As shown by the cut-away section ofthe drawing, in its simplest form the constmction of the shipping container has intemal wall 251, extemal wall 252, circumferential ribs 253 and intermediate corrugated panels 254 which are bonded to both the intemal and extemal walls and are disposed in sections between the ribs 253. In the example shown, the intermediate core panels have corrugations which n in a longitudinal direction. Altematively the corrugations may n in diagonal configurations as earlier described.

With reference to Figures 13 to 15, the particular constructions described have all illustrated the use ofthe constmction method embodied by Figure 11. The constmction method is preferred due to its flexibility in catering for varying bodyshell shapes and curves. However, other previously described construction techniques embodied for example by Figure 5 are also readily applicable, although less preferred.

With reference to Figures 13 to 15, which show the application ofthe constmction technique ofthe present invention to vehicles predominantly concemed with the transport of goods, the invention may have further significant advantages over traditional construction methods. Firstly as a substantial proportion of transported goods require temperature insulation, generally for the puφose of refrigerated transport. In this regard the present invention provides the advantage that the sandwich construction used in the construction of the cargo space enclosure has inherently insulative properties, with for example the corrugated intermediate panel constmction providing a plurality of isolated air cavities. In addition the material of constmction of the enclosures, being a glass reinforced resin, has on its own significant thermally insulative properties. In addition to the thermally insulative properties ofthe constmction material, other advantages may be gained for specific cargo applications by the use of resins which are resistant to specified chemicals. In such instance for example the transport of acidic or alkaline materials may be facilitated by the use of transport vehicles in which the cargo enclosure is inherently resistant to the chemical's effects.

The moulds of the body shell have been designed in such a manner that their arrangement into one form is self-evident. By keeping componentisation simple and to a minimum, the opportunity exists for specialisation of task in the manufacturing process. Mass production, even in rudimentary conditions and environments, and with only semi¬ skilled labour is possible because separate component manufacture and assembly teams can work on the project concurrently at separate locations. The FRP body shell construction ofthe present invention is therefore highly adapted to use in environments where high-tech manufacturing facilities are unavailable, requiring basically just the raw materials and labour, once the moulds are supplied. The above body shell construction has been described with particular application to a bus. In the preferred embodiment ofthe bus additional advantages are created in the manner of integration ofthe mechanical components with the bus body shell.

Referring to Figure 16, the bus has a driven subframe 30 and a steering subframe 50 which are adapted to be connected to the body shell 1 in a manner which allows easy and fast removal and replacement of either or both sub-frames. In the present invention the removal and replacement of sub-frames is by a simple array of bolts 108. The sub- frames include mounted thereon most of the mechanical components necessary to the operation ofthe bus. These components are inevitably the components prone to failure and which require frequent maintenance. Referring to Figure 19, an underneath view of the bus floor section 2 is shown depicting the central aisle 9, entry steps 13 and raised seating portions 85. Furthermore it can be seen that the entry area 84 adjacent the bus entrance and including the driver's seat position is at the same level as the aisle 9. Under the floor section 2 the bus body shell includes two longitudinal rails 21 and 22 disposed on either side ofthe central aisle 9. The left and right hand rails 21 and 22 are located at least at both the forward and rearward ends of the floor section to provide mounting points for the driven and steering sub- frames. In Figure 19 the rails are shown provided over the whole length of the floor section, as the rails have a dual puφose in providing a mounting means for the sub-frames onto the auto bus body shell, and adding to the longitudinal rigidity ofthe floor section. The forward rails have an angled step 28 to accommodate the change in level between the lowered front iloor portion 84 and the raised seating portions 10.

Lateral rails 75 are also be provided which extend from the longitudinal rails 21 and 22 to the sides ofthe floor section 2. The lateral rails lend to the overall rigidity of the floor section, and may join at their outer ends to the lower ends ofthe horseshoe ribs. With further reference to Figure 19 luggage compartments are preferably provided by way of premoulded underfloor pods 380, which are bonded to the floor section 2 between the rearward and forward ends thereof.

With reference to Figure 22 the left and right hand rails are preferably a top hat section FRP beam 320 with outwardly extending inside and outside flanges 323, 324, by which the rails are bonded to the floor section 2. At the rear end of the floor section 2, an engine compartment opening 26 is disposed generally in line with the aisle 9. Engine compartment opening 26 is slightly offset from the bus centre line to take into account the position of the motor 33 and transmission 34 on the driven sub-frame. In conjunction with the engine compartment opening 26 being offset, the right hand rail 22 includes a lateral step 87 at the forward end of the engine compartment opening 26. The rearward portions ofthe inside rail flanges 25, in the vicinity ofthe engine compartment opening 26, rather than being in a horizontal disposition bonded to the flat portion of the floor section 2, are disposed in a vertical configuration and are bonded to the vertical walls ofthe engine compartment. The rails 21 and 22 serve as the mounting points for the driven subframe 30 and the steering subframe 50. The rails 21 and 22 have a plurality of mounting points 29 which are arranged in two groups, one group forward ofthe pods 380 and the other group rearward ofthe pods 380. The forward group of mounting points 29 is for connection of the steering subframe 50. The rearward group of mounting points is for the connection of the driven subframe 30. Further mounting points may be provided on the lateral rails 75 for convenient use during construction of the bus, or for mounting further underfloor appendages, such as spare wheel holder or fuel tank.

Each mounting point includes a steel fastener bonded into the floor section. As shown in Figure 22 the steel fastener comprises a base portion 330 bonded through the lower FRP floor laminate, with an annular flange 331 thereof encased within the floor section, and a stanchion portion 332 thereof penetrating the FRP laminate, and terminating within the enclosed space under the rail 22. A cap portion 333 is bonded into the rail 22, with an annular flange 334 disposed in a complementary recess 335 on the downward facing surface ofthe top hat portion of rail 22, and having a stanchion 336 penetrating through the rail into the enclosed space 337. The end 338 of stanchion 336 terminates adjacent the end 339 of stanchion 332. A coaxial cylindrical 340 bore extends through the cap portion 333 and through a substantial portion of base portion 330. The bore 340 is threaded to be engageable by a bolt (for example an M20 bolt) 341. An FRP packer 345 is disposed on between the rail 22 and attached subframe member 350. The bolt 341 penetrates the subframe member 350, and the packer 345 and is engaged in the threaded cylindrical bore 340.

When constructing the floor section the base portion 330 is incoφorated into the main floor laminate during the moulding thereof. Similarly the cap portion 333 is incoφorated into the rail 22 during the moulding thereof. When bonding outwardly extending flanges 323 and 324 ofthe rail to the floor laminate a bolt inserted through the cap portion 333 and tightened in the threaded bore 340 in the base portion 330 ensures - 17 - accurate positioning of the rail 22 and rigid relative location of the components during bonding.

The floor section 2 and the associated mounting points 29 have been found to greatly improve the manufacturing process for the bus. The steel fastener base portions 330 are moulded into the floor portion during the initial moulding thereof in a set arrangement. This may for example be accomplished by the temporary attachment ofthe plurality if fastener base portions to a rigid jig. Once cured, the jig and attached steel fasteners can facilitate the removal ofthe moulded floor section 2 from its mould. The fastener base portions 330 can then be the basis for effectively securing and locating the floor section 2 to other jigs during the remaining construction and assembly process. They also assist when locating and bonding the rails 21 and 22, which may have cap portions 333 premoulded therein, to the underside ofthe floor section 2.

Referring to Figure 18, the driven subframe 30 includes a frame section having a left hand side longitudinal member 31 and a right hand side longitudinal member 44 which are held in rigid alignment by a plurality of cross members 48. It is envisaged that the frame section generally be constructed from steel. The subframe 30 has motor 33 and transmission 34 mounted on the rearward portion of the subframe 30. The engine 33 is retained on engine mounts 43. In order that the transmission drive train (see below) may be compactly accommodated, the right hand side rail 44 ofthe subframe 30 has a step 41 between its forward and rearward ends to allow the engine 33 to be positioned sufficiently to one side of the subframe that the drive shaft 35 may clear the rear axle 39. Left and right side suspension 32, 45, which for example are a leaf spring suspension, are connected to the subframe 30, for example at suspension points 46, 47, with rear axle 39 suspended from the subframe 30 by the suspension. A drive train transmits power between the transmission and the rear axle. The drive train includes a drive shaft 35 driven by transmission 34. Shaft 35 in turn drives shaft 37 through transfer case 36, each shaft having a universal attachment to the transfer case 36. Shaft 37 in turn drives differential 38 and thereby the wheel hubs 49 by shafts intemal ofthe rear axle 39.

Connection means comprising a plurality of holes 89 in the longitudinal members 31, 44 allow for the connection ofthe sub-frame to the assembled body shell.

Referring to Figures 16 and 17-19, the entire driven subframe assembly 30 is connectable to the underside of the body shell 1. This connection is preferably made in a simple bolt-on manner, with the left and right hand rails 31 , 44 of subframe 30 abutting and being bolted to the left and right hand floor rails 21 and 22 which are bonded into the floor section 2 of the body shell 1. Bolts 108 are passed through holes 89 in the driven sub-frame to secure threaded bores 340 ofthe connecting points on the rails 21 and 22. All that remains is to connect the control linkages, fluid lines and electrical wiring harness necessary for operation ofthe motor, transmission and brakes.

With reference to Figure 17 the steering subframe 50 comprises a frame section having a left hand rail 51 and a right hand rail 52, with cross members 53 rigidly connecting the rails 51,52. The frame section includes a downward step 103 between its rearward portion 105 and its forward portion 104. The step 103 is configured to accommodate the dropped forward floor section including the bus entrance area and the driver seating position. Behind step 103, the cross members 53 extend between the two rails 51,52 at a level which does not conflict with the underside of aisle 9 of the floor section 2. The rails 51, 52 of the rearward portion ofthe steering subframe are, when the subframe is connected, disposed on either side of aisle 9.

The steering subframe 50 has suspension 54 connected thereto. The suspension 54 is for example of leaf spring type connected at points 55 and 56. Front axle 57, with front wheel hubs, supporting front wheels 108, 109, swivelably supported thereon, is suspended from subframe 50 by the suspension 54. The left side wheel 108 is provided with the steering elbow 58. A cross linkage 106 extends between front wheel hubs to maintain the relative alignment ofthe front wheels 108 and 109.

Steering elbow 58 is actuated by steering box 101 via box lever 100 and steering linkage 59. With the steering subframe in place, connection is made between the steering connection 102 ofthe steering box 101 and the steering column in the bus shell.

Connection means comprising plurality of holes 89 in the top surface of longitudinal members 51,52 allow for the connection ofthe sub-frame to the assembled body shell.

Referring to Figures 16 and 19, the steering subframe 50 is connectable to the underside of the body shell 1 of the bus, the connection being made between the longitudinal members 51, 52 ofthe steering subframe 50 and left and right hand floor rails 21 and 22, which are bonded into the underside ofthe floor section 2 ofthe body shell 1. The connection in the described form ofthe invention simply has steering subframe 50 bolted to the floor rails, the bolts passing through holes 89 in the sub-frame members 51,52 and engaging in the threaded bores 340 of the connecting points 29 in each rail. Once bolted onto the body shell, connections ofthe control lines, hydraulic lines and any wiring necessary for the operation of steering and front wheel brakes are made.

With the mechanical componentry integrated into the FRP orthographic shell via two independent subframes, the driving subframe and the steering subframe, and these subframes being easily and quickly disconnectable from the body shell, the present invention is particularly important to the maintenance of a bus fleet. A bus' downtime is significantly reduced, as a subframe may simply be removed and replaced in a short space of time, and thereby allow the bus to retum to service, without the need to isolate or rectify the problem. The problem may then be isolated and rectified working on the detached subframe, with less urgency. Furthermore, the detachable subframes ensure that the mechanical componentry ofthe bus is independent ofthe bus size, and the subframes remain transferable between buses of differing lengths.

Claims

CLAIMS:

1. A shell constmction comprising an orthographic structure having a substantially horizontal floor portion, two substantially vertical wall portions extending from opposed peripheries of said floor portion, said wall portions forming the enclosing sides of the body shell, and a substantially horizontal roof portion extending between the top peripheries of said wall portions; said wall portions having a sandwich construction having an outer load bearing panel and an inner load bearing panel, said outer and inner panels formed from fibre reinforced resin, and an intermediate core between said outer and inner panels, said core bonded over its outer surfaces to said outer and inner panels to thereby space apart said load bearing panels.

2. A shell constmction as claimed in claim 1 wherein said roof portion comprises a sandwich construction having an outer load bearing panel and an inner load bearing panel, said outer and inner panels formed from fibre reinforced resin, and an intermediate core between said outer and inner panels, said core bonded over its outer surfaces to said outer and inner panels to thereby space apart said load bearing panels.

3. A shell construction as claimed in claim 1 wherein said floor portion comprises a sandwich constmction having an outer load bearing panel and an inner load bearing panel, said outer and inner panels formed from fibre reinforced resin, and an intermediate core between said outer and inner panels, said core bonded over its outer surfaces to said outer and inner panels to thereby space apart said load bearing panels.

4. A shell construction as claimed in claim 1 wherein said intermediate core comprises an arrangement of triangular trusses, each said truss comprising three side members joined at their ends to form a triangle with a low density filler material occupying the space enclosed by the three side members and the inner and outer load bearing panels.

5. A shell constmction as claimed in claim 4 wherein said triangular trusses are each configured as a right angle triangle and are arranged having each identifiable side adjacent the corresponding identifiable side of an adjacent truss.

6. A shell construction as claimed in any one of claims 1 to 3 wherein said intermediate core comprises an intermediate panel, said intermediate panel being of constant cross-section in a first plane and alternately contacting said inner load bearing panel and said outer load bearing panel in a direction across said first plane, said intermediate panel bonded to said inner panel and said outer panel at the lines of contact between said intermediate panel and said inner and outer panels.

7. A shell constmction as claimed in claim 6 wherein said intermediate panel is shaped as a substantially trapezoidal wave in said direction across said first plane, the peaks of said wave are bonded to said outer panel and the troughs of said wave are bonded to said inner panel.

8. A shell constmction as claimed in any one of claims 1 to 7 wherein said core includes a plurality of horseshoe ribs, said ribs extending vertically from said floor portion up a said first wall portion, across said roof portion and down the opposite said wall portion, said horseshoe ribs between said outer and inner panels, said horseshoe ribs spaced apart over the length of said body shell.

9. A shell construction as claimed in claim 1 including a plurality of groups of one or more seats, each said group of seatscomprising a seat assembly constmcted to provide resistance to lateral skewing, and each said seat assembly is bonded to said floor portion and to a said wall portion, to thereby provide resistance to change of the relative angle between said wall portion and said floor portion.

10. A bus including a body shell construction as claimed in any one of claims 1 to 9, a front transverse end wall enclosing the front end of said body shell construction, a rear transverse end wall enclosing the rear end of said body shell construction and a chassis means connected to said body shell constmction, said chassis means incoφorating the driving and steering assemblies for said bus.

11. A railcar including a body shell constmction as claimed in any one of claims 1 to 9, a front transverse end wall enclosing the front end of said body shell constmction, a rear transverse end wall enclosing the rear end of said body shell constmction and a chassis means connected to said body shell construction, said chassis means incoφorating the rolling gear of said railcar.

12. A van including a cargo space enclosure having a body shell construction as claimed in any one of claims 1 to 9.

13. A truck including a cargo space enclosure having a body shell constmction as claimed in any one of claims 1 to 9.

14. An enclosed trailer unit including a cargo space enclosure having a body shell constmction as claimed in any one of claims 1 to 9.

15. A shipping container including a body shell construction as claimed in any one of claims 1 to 9, a forward transverse end wall enclosing the forward end of said body shell construction and a rearward transverse end wall enclosing the rearward end of said body shell construction.

16. A shell constmction as claimed in claim 1 including a plurality of groups of one or more seats, each said group of seats comprising a seat assembly constmcted to provide resistance to lateral skewing, and each said seat assembly is bonded to said floor portion and to a said wall portion, to thereby provide resistance to change of the relative angle between said wall portion and said floor portion.

17. A shell construction as claimed in claim 16 wherein each said seat assembly comprises a box section pedestal portion to support the weight of passenger, said pedestal having a connecting end face secured to the wall portion of said body shell, a bottom face secured to the floor portion of said body shell, free standing front, rear, and opposite end faces, and a top face to support the weight of a passenger, and a chair portion connected above the top face face of said pedestal, said chair portion to support the back of a passenger.

18. A shell construction as claimed in claim 16 wherein each said seat assembly is an inwardly facing bench seat comprising a box-section having a top face to support the weight of a passenger, a connecting rear face secured to the wall portion of said body shell, a bottom face secured to the floor portion of said body shell and free standing front and end portions.

19. A shell construction as claimed in any one of claims 1-18 wherein said floor section includes on the under side thereof a chassis interface, said chassis interface comprising a plurality of connector means fixed to said floor portion such that in use a plurality of complementary connector means may engage with said plurality of connector means and thereby cause one or more chassis sections to be mated to said floor portion.

20. A shell construction as claimed in claim 19 wherein said chassis interface includes a plurality of rails or ribs bonded to the underside ofthe floor section, and said plurality of connecting means are located on said rails or ribs.

21. A shell constmction as claimed in claim 20 wherein said ribs comprise a channel section , said floor portion and said channel section together enclosing an elongate space, and each said connecting means includes a spanning portion which extends across said space from said floor portion to said rib.

22. A shell construction as claimed in claim 21 wherein each said connecting means has a bore therein, sain connecting means having an end face associated with the outer surface of said channel section, and said bore extending through said end face into said spanning section, said bore for retaining and securing the shaft of a bolt or lug.

23 . A shell construction as claimed in claim 22 wherein each said connecting means is in two parts, said first part being connected to said floor portion, and said second part being connected to said channel, said parts abutting within said enclosed elongate space.

24. A vehicle comprising: a body shell having two opposed side walls, a roof section, a floor section, and front and rear transverse walls, said body shell having near its forward end first sub-frame connection means and near its rearward end second sub-frame connection means, a forward sub-frame, front suspension means connected to said forward subframe, two laterally opposed wheel hubs suspended from said forward subframe by said front suspension means, said forward subframe removably connected to said first connection means, and a rearward sub-frame, rear suspension means connected to said rearward subframe, two laterally opposed rear wheel hub suspended from said rearward subframe by said rear suspension means, said rearward subframe being removably connected to said second connection means.

25. A vehicle as claimed in claim 24 wherein forward subfarme wheels are steerable and said forward subframe includes thereon steering means for controllin the orientation of said steerable forward wheels.

26. A vehicle as claimed in either claim 24 or claim 25 wherein said rearward subframe includes thereon a motor and transmission and a drive means connecting the output shaft of said transmission to each said rear wheel.

27. A vehicle as claimed in any one of claims 24 to 26 wherein said first subframe connection means comprise a first plurality connection points on the underside ofthe floor section of said bodyshell, and a first plurality of connectors associated with said forward sub- frame are engageable in said first plurality of connection points to secure said forward sub-frame to said body shell.

28. A vehicle as claimed in any one of claims 24 to 27 wherein said second subframe connection means comprise a second plurality of connection points on the underside of said floor section of said bodyshell, and a second plurality of connectors associated with said rearward sub-frame are engageable in said second plurality of connection point to secure said rearward sub-frame to said bodyshell.

29. A vehicle as claimed in either claim 27 or claim 28 wherein each said connection point includes a cylindrical bore, at least a portion of said bore inner surface having threads formed thereon, and said connectors include a threaded bolt portion rotatably engagable in said bore.

30. A passenger seat assembly for passenger transport vehicle comprising a box section pedestal portion to support the weight of passenger, said pedestal having a connecting end adapted to be secured to a wall of a bus, a bottom adapted to be secured to the floor of a bus, free standing front, rear, and opposite end faces, and a top face to support the weight of a passenger, said pedestal in use secured at its bottom face to the floor of a bus and at said end connecting face to an adjacent wall of said bus, and a chair portion connected above the top face face of said pedestal, said chair portion to support the back of a passenger.

31. A passenger seat as claimed in claim 30 wherein said connecting end of said pedestal is open and said end face is adapted to be secured to said wall along its edges.

32. A passenger seat as claimed in claim 31 wherein said edges of said end face of said pedestal portion are adapted to be supported on an inward protrusion of said side wall of said bus.

33. A passenger seat as claimed in any one of claims 30 to 32 wherein said bottom is secured to the floor around the periphery thereof.

34. A passenger seat as claimed in any one of claims 30 to 33 wherein said connecting end and said bottom include flanges at the periphary thereof and said flanges are secured to the wall and floor respectively.

35. A floor section for a vehicle body shell comprising: a moulded FRP floor member and a chassis connection interface bonded to said floor member, said chassis connection interface comprising a plurality of connection points bonded into said moulded FRP floor member, said connection points formed from a material having a substantially greater hardness than said FRP.

36. A floor section as claimed in claim 35 wherein said chassis interface includes a moulded FRP channel section disposed against and bonded to said FRP floor member such that said channel section and said floor member together enclose an elongate annular space.

37. A floor section as claimed in claim 36 wherein one or more said connection points include stanchion portions which extend across said enclosed elongate space, spanning between said floor member and said channel section.

38. A floor section as claimed in claim 37 wherein said connection points comprise two distinct components, a first component bonded to said floor member and a second component bonded to said channel section, said first coponent and said second component having ends thereof abbutting in said enclosed elongate space.

39. A floor section as claimed in claim 38 wherein said first component and said second component each include an axial bore therein, and said axial bore in said first component and the axial bore in said second component are in substantial registration at said abutting ends.

40. A body shell including a floor section as claimed in any one of claims 35 to 39.

41. A shell constmction substantially as herein described with reference to and as illustrated by the accompanying drawings.

42. A floor section including a chassis interface substantially as herein described with reference to and as illustrated by the accompanying drawings.

43. A bus substantially as herein described with reference to and as illustrated by the accompanying drawings.

44. A passenger seat for a passenger transport vehicle substantially as herein described with reference to and as illustrated by Figure 10 ofthe accompanying drawings.

45. A railcar including a body shell constmction substantially as herein described with reference to and as illustrated by the accompanying drawings.

46. A van including a cargo space enclosure having a body shell construction substantially as herein described with reference to and as illustrated by the accompanying drawings.

47. A truck including a cargo space enclosure having a body shell construction substantially as herein described with reference to and as illustrated by the accompanying drawings.

48. An enclosed trailer unit including a cargo space enclosure having a body shell construction substantially as herein described with reference to and as illustrated by the accompanying drawings.