AT12822U1 - JOINT OMNIBUS - Google Patents

Abstract

The invention relates to a Gelenkomnibus (1) with at least three articulated vehicle parts (2, 3, 4), wherein one with respect to a vehicle longitudinal direction forwards carriage part (2) is biaxial. A middle (3) and a rear (4) carriage part each have an axis (13, 14). The rearmost (1 7) and the foremost axis (5) of the bus (1) are steered and two successive axes (6, 13) of the bus (1) are each driven by an associated drive unit (30, 40). The drive units (30, 40) are arranged in Unterflurbauweise each on the car parts (2, 3) with the drive axles (6, 13). The bus (1) has a continuous low-floor construction and thus allows easy, comfortable and in particular stepless access to the entire passenger compartment (56).

Description

Austrian Patent Office AT 12 822 Ul 2012-12-15

The invention relates to an articulated bus with at least three articulated carriage parts, wherein a front part of the car arranged at a front end with respect to a vehicle longitudinal direction is biaxial and a rear carriage part arranged rearward with respect to a vehicle longitudinal direction is uniaxial, and at least one further uniaxial carriage part arranged therebetween is present, wherein the foremost axis and the rearmost axis of the bus are steered and at least two of the other axes are drive axles, which are driven by an associated drive unit by their drive axles, wherein the drive units are arranged in underfloor construction respectively on the car parts with the drive axles ,

Modern buses, especially articulated buses, have a low-floor construction, which allows easy entry into the bus. Typical heights of the vehicle floors in the passenger compartment above a driving surface amount to 30-35 cm. The low-floor technology requires the use of compact drive units or at least other arrangements of the drive technology and ancillary equipment, e.g. with the bus engine behind standing laterally instead of lying behind. Such an embodiment is hardly possible in a joint bus with three car parts, however, since a single drive axle is not sufficient to move the bus reliably. The transmission of the driving force from the rearmost part of the wagon, in which the engine is arranged, to axles of other wagon parts, which should also be drive axles, is hardly possible due to the joints of the buses.

DE 40 02 890 A1 (MAN Nutzfahrzeuge AG) describes a Gelenkomnibus with four axles and three car parts, which are connected to each other via two joints, wherein the foremost and at least one of the rear axles are steered and at least two successive axes drive axles are. Each of the drive axles has an associated drive unit in the corresponding carriage part, which is arranged in underfloor construction.

Due to the installation and the size of the drive units, the bus has a car floor in the passenger compartment, which is higher on a driving surface than the wheel hubs of the wheels of the bus. As a result, a passenger to enter the passenger compartment via steps in the entrance areas must rise to the height of the car floor. On the one hand, this is uncomfortable and, on the other hand, forms an obstacle for elderly or handicapped people, in particular wheelchair users, which can not be overcome on their own.

DE 40 05 686 A1 (MAN Nutzfahrzeuge AG) also describes a three-part articulated bus with two joints and four axles, which has a low-floor construction at least in one area of the front two car parts. In the rear car part, however, the car floor of the passenger compartment is increased due to underfloor installation of a drive unit and two drive shafts to the two rearmost axles of the bus. As a result, steps must be overcome when entering the rear car part and the benefits of low-floor construction are limited to the front two car parts.

The object of the invention is to provide an articulated bus belonging to the aforementioned technical field, which has a comfortable and accessible accessibility of the entire passenger compartment through all accessibility of the articulated bus.

The solution of the problem is defined by the features of claim 1. According to the invention, an articulated bus comprises at least three articulated carriage parts: a two-axis frontmost car part arranged at a front end with respect to a vehicle longitudinal direction, a uniaxial rearmost car part arranged rearward with respect to a vehicle longitudinal direction, and at least one further uniaxial car part interposed therebetween. In this case, the frontmost and rearmost axes of the bus are steered with respect to the vehicle longitudinal direction, and at least two successive axes are drive axles. The drive axles are driven by an associated drive unit by their drive axles. The drive units are arranged in Unterflurbauwei 1/14 Austrian Patent Office AT12 822U1 2012-12-15 se respectively on the car parts with the drive axles. The articulated bus is characterized by a continuous low-floor area over the entire length of the vehicle.

A continuous low-floor construction of an articulated bus according to the invention enables a partial execution of the carriage floor in the interior of the passenger compartment as continuous levels, i. in particular stepless floor, which is aligned substantially parallel to a driving surface of the bus.

A continuous low-floor construction, which in particular reaches up to the entrances of the bus, serves to allow a passenger in all accessibility a simple and convenient entry or exit without steps. This makes e.g. also the construction of elevated entrances, which can be difficult to integrate into a cityscape, in particular at lengths of an inventive articulated bus of up to 25 m or more. In addition, elevated entrances to disabled people often do not provide the desired ease of access to public transport. If the low-floor construction according to the invention is used in conjunction with a sinkability of the bus, which e.g. can be achieved by pneumatic lowering the entry side of the bus, results in a nearly ground-level access to a passenger compartment of the bus. Buses with such accessibility may be provided by e.g. handicapped people and even wheelchair users can be used relatively easily and independently. Often, however, in the case of known buses only individual accesses to the passenger compartment have corresponding low-floor measures, as a result of which the passenger concerned is dependent on the corresponding accesses when entering or leaving the vehicle. An articulated bus of the invention may have five or more doors. Due to the continuous low-floor construction according to the invention, the same convenient access is achieved in all access options and it is irrelevant for the passenger as to which entrance he enters or leaves the bus.

There may also be additional measures on the bus, which further simplify the entry, especially for wheelchair users. It can e.g. additional ramps are mounted on different doors, which allow a completely threshold or stepless entry. The ramps may e.g. be extended or only temporarily attached to be designed. Due to the continuous low-floor concept, such additional means may be present on only one door of the bus, without restricting stepless access to selected areas of the passenger compartment. Within the bus, a mobility-impaired mobility without steps is guaranteed in the entire passenger compartment. However, an embodiment which provides the same comfort at every accessibility to the passenger compartment is preferred.

In addition to the simplification of the accessibility to the passenger compartment, an articulated bus according to the invention also offers simplified access to sitting or standing opportunities within the passenger compartment of the bus. With a smaller public transport, the necessity of comfortable and easy mobility of the passengers inside the passenger compartment either due to the small size is not given or a corresponding low-floor construction is relatively easy to implement (for example, in buses with only two axes). In an articulated bus according to the invention with a typical length of 25 m or more, however, it is often necessary to travel longer distances within the passenger compartment in order to drive e.g. to get from the entry point to free sitting or standing room, which are located in another car part. Due to the continuous low floor according to the invention, all sitting and standing opportunities are connected to one another in an easily manageable manner. To get from one place in the passenger compartment to any other place, there are no steps to overcome.

An area of the floor of the passenger compartment is designed as a continuous Niederflurbo-the, which connects the entire accessible interior of the bus and all accessibility. An articulated bus according to the invention thus provides for the first time a consistent implementation of the low-floor concept and provides a barrier-free solution for increasing autonomous mobility.

Preferably, the drive units are laterally offset relative to a longitudinal center axis of the respective carriage part, arranged to a side wall. Due to the laterally staggered arrangement of the drive units, a central region of a car floor can be designed at a height above a driving surface, which is closer to the driving surface than a highest point of the drive units. In particular, a middle region of the carriage floor may be designed at the same height as an entry threshold at the doors of the bus. A continuous low floor is thus made possible in a central region of the carriage floor by any elevations and / or pedestals, which are caused by the underfloor installation of the drive units, are offset to a side wall, where they e.g. Do not disturb the accessible and accessible passenger compartment when sitting. Alternatively, the units can also be arranged in the middle of underfloor construction, but in this case only specially small units can be used to enable a continuous low-floor construction.

Preferably, the drive axes of the drive units are arranged obliquely with respect to a longitudinal center axis of the corresponding carriage part. In particular, a drive axle of a drive assembly is inclined relative to the carriage base of the corresponding carriage part, such that the distance of an imaginary extension of the drive axle from the carriage base on a side remote from the driven axle side of the drive unit increases with increasing distance from the unit. The drive axle is preferably also arranged obliquely with respect to a plane which is perpendicular to the low-floor area of the carriage floor and in which lies the longitudinal center axis of the corresponding carriage part. The distance of the drive axle from this plane decreases with decreasing distance to the driven axle. In particular, the drive axis relative to the longitudinal center axis is inclined at an angle of approximately 10 degrees in a plane parallel and at an angle of approximately 9 degrees in a plane perpendicular to the low-floor area of the carriage floor or to a driving underlay.

Such oblique installation of the drive unit has the advantage that a force or torque transmitting coupling between the drive axle of the drive unit and the drive axle can be adapted to the requirements. In buses in low-floor construction, so-called gantry axles are used as driving axles, in which the axle area is closer to a driving surface than the wheel hubs of the wheels, i. lower than the geometric axis of the wheels. This ensures that even above the low-lying axis range arranged car floor can be closer or almost close to a driving surface, as the geometric axes of the wheels. Powered portal axles have a transfer case, via which the drive power of a drive unit is fed and distributed to the wheels. The infeed takes place in the low axis area of the portal axes. Standardized transfer cases on gantry axes often have an infeed that is oblique to the geometric axis of the low axis area. In particular, the feed may be e.g. via a shaft which is opposite to the longitudinal center axis e.g. is inclined at an angle of about 10 degrees in a plane parallel and at an angle of about 9 degrees in a plane perpendicular to a drive base or to the car floor. In order to use inexpensive standardized components, it is of great advantage if the arrangement of the drive units can be selected such that the oblique feeding of the drive torque into the drive axles results in no disadvantages for the transmission of the drive torque.

A drive torque of a drive unit must be transmitted from the drive axle to the transfer case of the portal axle. In a laterally offset installation of the drive units but not only an oblique feed into the gantry axis must be considered, but above all, a lateral offset of the units relative to the longitudinal center axis of the carriage part must be overcome. In an embodiment with a propeller shaft, this means that in a parallel to the longitudinal axis of the carriage part arrangement of the drive axles of the drive units, as e.g. German patent office AT 12 822U1 2012-12-15 discloses relatively large angles at the joints of the shaft when overcoming the lateral offset, if the installation length of the system drive axle assembly is to be kept as short as possible , In addition, when using standard transfer cases, the input and output shafts are not aligned in parallel and special transfer cases must be used with an also parallel to the longitudinal axis feed to achieve a parallel alignment of the input and output shafts. Thus, however, the transmissible by the propeller shaft moments are severely limited, since at larger angles at the joints of a propeller shaft reduce the transmissible moments or forces. By an oblique installation of the aggregates is now achieved that the angles occurring at the joints of the shaft can be minimized or optimized. This is particularly advantageous when used as drive units electric motors having a significantly higher torque than e.g. corresponding diesel engines. Experiments have shown that with an arrangement of electric motors with parallel to the longitudinal center axis of the drive axles and conventional propeller shafts, the moments that occur can not be transmitted, which can lead to destruction of the components.

In a preferred embodiment, a driving force or a drive torque of the drive units is transmitted to the associated drive axle through a propeller shaft with a drive shaft and an output shaft. The drive shaft is coupled to a drive axle of the respective drive unit and the output shaft is coupled to a transfer case of the corresponding drive axle. By transmitting the drive torque via a propeller shaft, the drive torque of the drive shaft can be removed coaxially with any orientation of the drive shaft and, even with oblique feed into the transfer case, be easily transferred to the drive axle. Alternatively, the transmission of the drive torque can also be done by a transmission.

In a preferred embodiment, the drive shaft and the output shaft of a propeller shaft act together via two double universal joints. Each of the two double-jointed joints comprises two universal joints (cardan joints). Thus, on the one hand, the angles occurring at each individual universal joint are further reduced and, on the other hand, the oscillating transmission of the rotation of a drive shaft occurring on simple universal joints is compensated for by an embodiment as a double universal joint. Alternatively, it is also conceivable that only a double universal joint is present, but this embodiment is less preferred.

Preferably, the transfer case of the drive axles are laterally offset relative to the longitudinal center axis of the corresponding carriage part arranged on the drive axles. The drive and the output shaft of a respective propeller shaft are aligned parallel to each other and lie in a plane which is perpendicular to the car floor of the respective carriage part. The drive shafts are arranged coaxially with the drive axes of the corresponding drive units and the output shafts are coaxial with the waves of the feed in the transfer cases of the portal axes. A parallel arrangement of the input and output shafts of a propeller shaft is necessary in order to avoid that unwanted oscillations of the shaft occur during operation. Furthermore, an arrangement in a plane perpendicular to the car floor or to a driving underlay reduces the angles occurring at the joints of the propeller shaft.

Preferably, the two drive units of at least two drive axles are identical and similar to the car parts with the drive axles arranged. Equalization of the drive units offers the advantage of simplified maintenance and existing spare parts can be used for all units. The drive units are arranged with respect to the longitudinal direction of a carriage part in front of the associated drive axle, i. on a front longitudinal end of the vehicle side facing the respective drive axle. Thus, the advantage is achieved that between the drive axle and with respect to the vehicle longitudinal direction rear end of a carriage part must be no distance to create space in the longitudinal direction of the drive unit. Thus, the axle can be positioned closer to a rear end of the respective car parts. Especially for a driven axle in the foremost part of the car, it is a great advantage for driving stability reasons, if the (rear) drive axle as close as possible to the rear end of the car part, or as far as possible the front steered axle removed, can be arranged.

In a preferred embodiment, the at least two drive axles are arranged in successive car parts. An embodiment with drive axles in successive car parts is preferred, since in a vehicle concept with two drive axles high loads on thrust and train between driven car parts occur. In non-consecutive drive axles arranged between the car parts with the drive axles non-driven car part is difficult to stabilize, since the car part by the thrust loads occurring in the vehicle longitudinal direction has a tendency to exaggerate.

Preferably, the drive units are electric motors. There may be e.g. Electric motors are used, as they are known from Trambahnen. However, other electric motors may also be used, as e.g. also be used with other electric vehicles. Preferably, the motors are characterized by high power (e.g., 160 kW) and comparatively high torques. The motors are preferably externally ventilated three-phase asynchronous motors. Alternatively, all other suitable appearing drive units can be used, but electric motors are preferred because of their small size and the high power and torque.

In a preferred embodiment, an inventive articulated bus on an exchangeable power supply unit, which supplies the electric motors with electrical energy. The power supply unit is preferably designed as a module which can be interchangeable in a corresponding module bay in the bus.

This ensures that different versions of the power supply units can be used on the same bus. It is e.g. conceivable that the same bus can be powered by a fuel cell or via a contact wire. The various modes of operation may then be e.g. be achieved by replacing the power supply unit. There are also other versions of the power supply unit conceivable. Due to the modular design of the power supply unit in a bus according to the invention, the energy supply of the motors can be made flexible and adapted to the requirements. Alternatively, it is also possible to install the power supply unit firmly in the bus so that it can not be replaced.

In a preferred embodiment, the replaceable power supply unit is designed as a hybrid unit. The hybrid unit then in particular comprises an energy storage unit and a power supply unit. As energy storage units, e.g. Batteries or accumulators are used, which store electrical energy. But there are also conceivable mechanical or chemical energy storage units such. Flywheels or fuel tanks. In general, all suitable stores of usable energy can be used alone or in combination in a power supply unit. In this case, the energy supply unit refers to devices which can supply energy in some form to the electric motors, the energy storage unit or other parts of the bus. In a preferred embodiment, the power supply unit comprises current collectors which supply the power externally in the form of electrical power from a trolley wire, such as a wire. refer to a catenary (trolleybus). However, the energy supply unit may also comprise a power generation unit which generates electrical energy, which is then e.g. is passed to the electric motors or the energy storage unit. The power generation unit may be e.g. a fuel cell, which generates the electric current directly from a fuel. The electrical energy generated by the fuel cell is then e.g. an energy storage in the form of a battery supplied and stored. From the battery, the electrical energy can then be removed by the electric motors. In another possible embodiment, diesel engines are also used, which drive electric power generators and thus generate the necessary electrical energy. In general, all units or devices alone and in combination with each other are conceivable as an energy generating unit, which can supply electric motors or an energy storage unit with electrical energy or electric current.

In a preferred embodiment of an inventive Gelenkomnibusses the steered rear axle is controlled by a mechanical steering gear. The steering gear in this case translates a rotational angle between the longitudinal center axis of the rearmost carriage part and the longitudinal center axis of the carriage part adjoining it in the front direction into a steering angle of wheels of the steered axle. The translation of the angle of rotation in the steering angle takes place according to an exponential function. The steering angle of the steered wheels thus depends exponentially on the angle of rotation between the rearmost and the subsequent carriage part. Alternatively, the dependence of the steering angle of the wheels on the rotational angle may also be linear. However, such an embodiment is less preferred because this results in a relatively strong swinging out of the rearmost car part.

Preferably, the steering gear is formed as a compact unit which mechanically reads the instantaneous angle of rotation by a first transmission arm and the steering angle via a second transmission arm mechanically to the steered axle further. The steering gear is preferably present at the rearmost car part. The steering gear is connected via the first transfer arm with the subsequent to the rearmost car part car part. The first transmission arm acts on the steering gear, which transmits the action of the first transmission arm by a mechanical translation of e.g. Rollers, rollers and cams transfers to the second transfer arm. The second transfer arm then acts e.g. via a control device on the steerable wheels of the steered axle. Now, if a pivoting of the rearmost car part relative to the subsequent carriage part, then the rotation angle is transmitted according to the ratio of the steering gear in a steering angle of the steerable wheels of the steered axle. Alternatively, the steering gear can also be formed directly on the steered wheels, so that e.g. only one transmission arm is present, which reads the angle of rotation. But this may result in a less advantageous long length of the transfer arm and less freedom in the design and positioning of the steering gear.

From the following detailed description and the totality of the claims, there are further advantageous embodiments and feature combinations of the invention.

The drawings used to explain the embodiment show: FIG. 1 an outside view of a bus according to the invention from an entry side; FIG. 2 is a plan view of a bus according to the invention without a roof; FIG. Fig. 3 is a schematic side view of an arrangement of a drive unit with respect to a drive axle; Fig. 4 is a schematic plan view of an arrangement of a drive unit with respect to a drive axle; Fig. 5 is a schematic view of a bus according to the invention when cornering.

Basically, the same parts are provided with the same reference numerals in the figures.

Figure 1 shows an inventive Gelenkomnibus 1 with three elongated carriage parts 2, 3 and 4 in an exterior view of an entry side 64, which has doors 21 to 25. FIG. 2 shows a plan view of the bus 1 without a roof 53. In the following, reference is made to both figures together. With respect to a vehicle longitudinal axis A, the first carriage part 2 is arranged at a longitudinal end 7 of the bus 1, such that a longitudinal axis B of the first carriage part 2 is coaxial with the vehicle longitudinal axis A lies. A direction toward the longitudinal end 7 is referred to below as the front, while a longitudinal end 7 longitudinally opposite end 8 of the bus 1 is referred to as a rear end 8 a direction 6/14 Austrian Patent Office AT12 822U1 2012-12-15.

The first carriage part 2 has a front 9 and a rear end 10, wherein the steered driving axle 5 is closer to the front end 9 of the carriage part 2 and the unguided driving axle 6 is arranged closer to the rear end 10. The driving axle 5 forms a frontmost driving axis of the bus 1. At the rear end 10 of the first carriage part 2, the carriage part 3 with a front end 12 adjoins via a rotary joint 11. The carriage part 3 has an unguided driving axis 13, which is closer to a rear end 14 than at the front end 12 of the carriage part 3. A longitudinal axis C of the carriage part 3 is arranged coaxially with the axis A. At the rear end 14 of the carriage part 3 is followed by another pivot 15 with a front end 16 of the third car part 4 at. A longitudinal axis D of the carriage part 4 is also arranged coaxially with the axis A. The third carriage part 4 has a steered driving axle 17, which is arranged closer to a rear end 18 than at a front end 16 of the carriage part 4. The rear end 18 forms the rear end 8 of the bus 1. The axis 17 thus forms a rearmost axle of the bus. 1

The swivel joints 11 and 15 are essentially conventional and known swivel joint joints, as used in known articulated buses. The hinges 11 and 15 can be assigned, among other things, anti-kink devices which are not shown and which prevent e.g. In the case of shear loads between two carriage parts, the car parts can break out or shear out. The hinges 11 and 15 are not described here in detail and reference is made in this regard to the comments in known buses.

The first carriage part 2 has the first door 21 in the longitudinal direction A between the front end 9 and the axis 5. Between the axes 5 and 6, the second door 22 is present. In the second car part 3, the third door 23 is formed and in the third car part 4, the fourth door 24 between the front end 16 and the axis 17 is formed. The third carriage part 4 has the fifth door 25, which is arranged between the axis 17 and the rear end 18. The first door 21 is designed as a double-leaf inner swing door, while the doors 22 to 25 are designed as Außenschwenkschiebetüre. In the illustration of Fig. 1, the doors 21 to 25 are shown in the closed state. In the illustration of Fig. 2, the doors 21 to 25 are open, wherein door leaves 20 of the doors 21 to 25 according to the door construction either inwardly pivoted (door 21) or pivoted outwards and are displaced (doors 22 to 25).

Interiors of the car parts 2,3 and 4 together result in a passenger compartment 56, in which seats 57 and standing room 58 are arranged for passengers. The floors of the interior spaces together form a floor 27 of the passenger compartment 56. The floor 27 has a stepless and substantially flat low-floor area 59, which lies in the middle with respect to the width of the bus 1 and forms a continuous floor over the entire length of the passenger compartment 56 , The low-floor area 59 has, in the direction perpendicular to the axis A, a width which corresponds approximately to a quarter of a width of the passenger compartment 56. In the areas 60 and 61 of the hinges 11 and 15, the low-floor area 59 extends to the side walls 19 of the bus 1 zoom. Similarly, the low-floor area 59 ranges in areas 62 on the doors 21 to 25 each up to thresholds 63 zoom. The door sills 63 lie substantially at the same height above a driving support 29 as the low-floor area 59 of the floor 27.

According to the invention, the low-floor area 59 is designed in such a way in the bus 1 that it is located at a ready to drive bus 1 at a height above the carriage 29 of the bus 1, which corresponds approximately to the height of wheel hubs 51 of the driving axles on the driving support 29. Preferably, this height is about 32 cm, but may also be larger or smaller. In particular, the bus 1 may be e.g. be brought by pneumatic lowering on the entry side 64 in a position in which the door sills 63 are at a much lower level on the driving support 29, as in running order condition. In a region 28 of the first carriage part 2, which lies in the longitudinal direction of the bus 1 between the second door 22 and the driving axle 6 at the level of the carriage floor 27 above the driving support 29 , a first drive unit 30 is arranged. In the outside view, the drive unit 30 is visible only below a lower floor 26 of the bus 1. In Fig. 1 and 2, the position of the drive unit 30 is shown for illustration. A geometric longitudinal axis E of the drive unit 30, which is coaxial with a drive axle 36 (see FIG. 3) of the drive unit 30, is inclined relative to the low-floor area 59 of the carriage floor 27 by an angle α. Preferably, the angle α is about 9 degrees. The axis E is inclined relative to the low-floor area 59 or the carriage floor 27 in such a way that a front end 31 of the drive unit 30 lies higher above the drive bed 29 than a rear end 32 (schematic view of the position, see FIG. 3). The axis E of the drive unit 30 is inclined with respect to a plane F by an angle ß, wherein the plane F is perpendicular to the low-floor area 59 of the carriage floor 27 and includes the axis A. Preferably, the inclination angle ß with respect to the plane F is an angle of about 10 degrees. Of course, both inclination angles α and β can also be selected larger or smaller, depending on the arrangement of the drive shaft 6 and / or the drive assembly 30.

On the second carriage part 3 is in a region 33, which lies in the longitudinal direction of the bus 1 between the third door 23 and the axis 13 at the level of the carriage floor 27 on the driving surface 29, a second, identical to the first drive unit 30, drive unit 40 available. The arrangement of the drive assembly 40 in the region 33 on the carriage part 3 corresponds to the arrangement of the unit 30 in the region 28 on the carriage part 2. A detailed illustration of the arrangement of a drive unit with respect to a driving axis is shown in FIGS. 3 and 4.

In the areas 28 and 33 of the car floor 27 is increased and forms pedestals 34 and 35 in the car parts 2 and 3. The pedestals 34 and 35 take on parts of the drive units 30 and 40, which with respect to the driving surface above the low-floor area 59th lie. The pedestals are formed close to the side walls 50 and do not extend into the low-floor area 59 inside.

In Fig. 1 current collectors 50 are provided on a roof 73 of the bus 1, which can be brought into contact with a live contact wire (not shown). The current collectors 50 are mounted on the rearmost car part 4 and correspond in their execution conventional pantographs of prior art trolleybuses. In the illustration of Figure 1, the current collector 50 are shown in a rest position and lowered to the roof 73. Also on the roof 73 at the foremost car part 2, a traction current control 74 is formed. The traction current controller 74 prepares the current which is taken off via the current collectors 50 according to the requirements. The traction current control 74 may also be formed at other locations in the bus 1, but it is advantageous to use the otherwise unused roof surface 73.

Figures 3 and 4 show a schematic view of the arrangement of the drive unit 30 with respect to a drive shaft 6. Figure 3 shows a side view, while Fig. 4 is a plan view. In the following, both figures are described together. The drive unit 30 is arranged as shown in FIGS. 1 and 2 with respect to the vehicle longitudinal center axis A in front of the drive axle 6. The arrangement of the second drive unit 40 corresponds to the arrangement of the illustrated first unit 30 and the description below and the illustration of FIGS. 3 and 4 is transferred accordingly to the drive unit 40th

The unit 30 is opposite to a plane G, which is parallel to the low-floor area 59 of the carriage floor 27 and arranged at a height of a wheel hub 51.1 of a wheel 39 on the driving surface 29 and arranged inclined at an angle α. In particular, while the drive axle 36, which is coaxial with the geometric axis E, inclined by the angle α, such that the front end 31 of the drive unit 30 with respect to the drive pad 29 is above the plane G and the rear end 32 of the unit 30 below of G. 8/14 Austrian Patent Office AT 12 822 U1 2012-12-15 The driving axle 6 is shown in one embodiment as a portal axle 37. The gantry axis 37 has an axis region 38 with a geometric axis H which is parallel to the plane G and is perpendicular to the plane F. The axis region 38 is closer to the driving surface 29, i. Below the plane G, as the wheel hubs 51.1 of the wheel 39. In the axis region 38, a transfer case 41 is formed on the gantry axis 37, which is arranged offset in the direction perpendicular to the plane F to the wheel 39 out. The transfer case 41 has a feed axis 42 which is oriented at an angle α with respect to the plane G and at an angle β with respect to the plane F. The angle β is chosen such that the front end 31 of the unit 30 from the plane F has a greater distance than the rear end 32nd

The point at which the drive axle 36 protrudes from the unit 30 is arranged approximately at the same distance from the plane G as an exit point of the feed axle 42 from the transfer case 41. Since the unit 30 is spaced from the axle 37, the axes 36 and 42 are thus arranged offset in a projection on the plane F parallel to each other (Fig. 3). Further, the unit 30 is oriented such that the drive axle 36 is coaxial with the feed axle 42 in a projection onto the plane G (FIG. 4). Thus, the drive shaft 36 and the feed axis 42 are arranged spatially parallel to each other.

Coaxially with the drive shaft 36 is a drive shaft 43 of a cardan shaft 44. Likewise, an output shaft 45 of the propeller shaft 44 connects coaxially to the feed axis 42. Thus, the input and output shafts 43 and 45 are aligned parallel to each other. Further, the propeller shaft 44 includes a connecting shaft 65 which is disposed between the input and output shafts 36 and 45, respectively. To the drive shaft 36 is followed by a first double universal joint 46 (or Doppelkardangelenk), which connects the drive shaft 36 with the connecting shaft 65. The double universal joint 46 in this case has a drive-axle-side universal joint and a connection-shaft-side universal joint 48 and an interposed joint axle body 49. Likewise joins the output shaft 45, a further double universal joint 52, which connects the output shaft 45 with the connecting shaft 65. The double universal joint 52 in this case has a output shaft-side universal joint 53 and a connecting shaft-side universal joint 54 and an interposed Gelenkachskörper 55. The drive shaft 36 and the output shaft 45 include in a projection on the plane F in each case with the connecting shaft 65 at an angle χ or δ. Due to the parallel alignment of axes 36 and 45, the angles χ and δ are the same size. Preferably, both angles are about 14 degrees. It should be noted that by the design as a double universal joints 46 and 52, the angles χ and δ in each case in half distributed to the individual universal joints 47 and 48 and 53 and 54 respectively. Thus, the propeller shaft 44 at any point at an angle which is greater than 0.5 χ or 0.5δ. At χ, δ = 14 degrees it follows that no angle of the PTO shaft is greater than 7 degrees. The oblique or inclined arrangement of the drive assembly 30 thus ensures that the propeller shaft 44 has only relatively small angles at the joints and thus large moments, as they can occur in an embodiment of the unit 30 as an electric motor, can be transmitted.

Figure 5 shows the inventive bus 1 when cornering in a schematic plan view. In this case, the longitudinal axis B of the first carriage part 2 and the longitudinal axis C of the second carriage part 3 enclose an angle ε. The axes B and C intersect at a pivot point 11.1 of the first pivot joint 11. The axis C and the longitudinal axis D of the third carriage part 4 close to each other in the same sense as the axes B and C an angle Φ a. The axes C and D intersect at a pivot point 15.1 of the second pivot joint 15.

A curve-internal wheel 5.1 of the foremost axis 5 is deflected by an angle γ in the sense of the angle ε and Φ. The angle of rotation Φ is transmitted through a steering gear, not shown, into a steering angle η of the inside wheel 17.1 of the rearmost axle 17. According to the invention, this transmission is characterized by an exponential dependence of the steering angle η on the angle of rotation Φ. The outer wheels 5.2 or 17.2 9/14

Claims (15)

The Austrian Patent Office AT12 822U1 2012-12-15 have the corresponding steering angles that correspond to the larger radius of curvature of the outer wheels. A curve-internal wheel 13.1 of the steered axle 13 then describes a imaginary circle 67 with a radius R1 during constant cornering with a curve-inside side 71. A curve outer corner 68 of the bus 1 at the front end 7 then describes an imaginary circle 69 with a radius R2. Due to the exponential translation of the angle of rotation Φ in the steering angle η through the steering gear is achieved that a curve inside outer side 70 of the rearmost car part 4 during travel tangentially to the imaginary circle 67 abuts. Thus, when cornering, the bus 1 passes over a circular ring 72 which is delimited by the circles 67 and 69 and which would also cover a bus with only the first two carriage parts 2 and 3. For a driver, this results in cornering, as he is used to from a bus with only two parts of the car. In summary, it should be noted that an articulated bus is provided by the invention, which has a comfortable and accessible accessibility of the entire passenger compartment through all accesses of the articulated bus. In addition, an articulated bus according to the invention also has a driving behavior which hardly differs from a conventional two-articulated articulated bus with regard to cornering. The third or last carriage part is steered such that the area overstretched by the last carriage part does not extend beyond the area swept over by the second carriage part. It should be noted that it is not excluded that in addition to the foremost and the rearmost axis also other axes of the bus are steered. In particular, in a possible embodiment with more than three car parts, it may be advantageous that e.g. the foremost and the two rearmost axles are steered. Claims 1. An articulated bus with at least three articulated carriage parts, wherein a front car part arranged at a front end with respect to a vehicle longitudinal direction is biaxial and a rear car part arranged rearward with respect to a vehicle longitudinal direction is uniaxial, and at least one further uniaxial car part arranged therebetween is present, wherein the front axle and the rearmost axis of the bus are steered and at least two successive axes are drive axles, which are driven by an associated drive unit by their drive axles, wherein the drive units are arranged in underfloor construction respectively on the car parts with the drive axles, characterized in that the articulated bus (1) over the entire vehicle length has a continuous low-floor area. 2. Articulated bus according to claim 1, characterized in that the drive units (30, 40) of the respective carriage parts (2, 3) are arranged offset laterally relative to a longitudinal central axis (B, C) of the carriage part. 3. Articulated bus according to claim 1 or 2, characterized in that the drive axles (36) of the drive units (30, 40) on the one hand diagonally opposite the carriage bottom (27) of the corresponding carriage part (2, 3) and on the other hand obliquely with respect to a plane (F). are arranged, which is perpendicular to the car floor (27) and which is parallel to the longitudinal axis (B, C) of the corresponding carriage part (2, 3). 4. Articulated bus according to one of claims 1 to 3, characterized in that a drive force or a drive torque of the drive units (30, 40) via a respective propeller shaft (44) on the associated drive axle (6) is transmitted, wherein a drive shaft (43 ) of the propeller shaft (44) with a drive axle (36) of the respective drive unit (30, 40) is coupled and an output shaft (45) of the propeller shaft (44) with a transfer case (41) of the corresponding drive axle (6) is coupled. 5. Articulated bus according to one of claims 1 to 4, characterized in that the drive shaft (43) and the output shaft (45) each have a cardan shaft (44) via two double universal joints (46, 52) co-operate. 10/14 Austrian Patent Office AT12 822U1 2012-12-15 6. Articulated bus according to claim 5, characterized in that the drive and the output shaft (43, 45) in each case a propeller shaft (44) are arranged parallel to each other and lie in a plane which is perpendicular to the car floor of the respective carriage part, wherein the Drive shafts (43) are arranged coaxially with the drive axles (36) of the corresponding drive units (30). 7. Articulated bus according to one of claims 1 to 6, characterized in that the drive units (30, 40) are identical and on the corresponding carriage part (2, 3) are arranged identically, wherein the drive units (30, 40) with respect to the longitudinal direction of a carriage part in front of the drive axle (6, 13) are arranged. 8. Articulated bus according to one of claims 1 to 7, characterized in that the at least two drive axles (6, 13) on successive car parts (2, 3) are arranged. 9. Articulated bus according to one of claims 1 to 8, characterized in that the drive units (30, 40) each comprise an electric motor. 10. Articulated bus according to claim 9, characterized in that the electric motors are supplied by an exchangeable power supply unit with electrical energy. 11. Articulated bus according to claim 10, characterized in that the replaceable power supply unit is designed as a hybrid unit, which in particular comprises an energy storage unit and an energy supply unit. 12. Articulated bus according to claim 11, characterized in that the energy storage unit comprises an accumulator. 13. Articulated bus according to one of claims 10 to 12, characterized in that the replaceable power supply unit (74) has an energy supply unit, which is connected via a catenary system with a current-carrying contact wire. 14. Articulated bus according to one of claims 1 to 13, characterized in that the steered rearmost axle (17) is controlled by a mechanical steering gear having a rotation angle (Φ) between the longitudinal center axis (D) of the rearmost car part (4) and the longitudinal central axis (C) of the carriage part (3) adjoining it in the front direction in such a manner into a steering angle (η) of wheels (17.1, 17.2) of the steered axle (17) that the steering angle (η) depends on the angle of rotation (Φ) according to an exponential function , 15. Gelenkomnibus according to claim 14, characterized in that the steering gear is formed as a compact unit which mechanically reads the instantaneous angle of rotation (Φ) by a first transmission arm and the steering angle (η) via a second transmission arm mechanically to the steered axis (17 ) passes on. 3 sheets of drawings 11/14