Here, we would like to present you the directions of bus body constructions development. Apart from the obvious development of traction batteries and drives we would like to introduce trends innovations same body structures buses
…electrical systems …
The area of electrical installations in particular the low voltage installation will go under ever greater integration, Today uses multiple processors and PLC systems to manage the flow of energy and control various bus equipments. This is obviously not economical when we talk about of costs, This solution is very cumbersome from the point of view of service (required multiple interfaces to multiple bus systems), and it is also inefficient in terms of energy consumption of many control systems.
For example, a bus with the central engine TM4. The motor is controlled by an inverter supplied by TM4 which in turns is controlled by the inverter NEURO. Then the controller NEURO (because it does not communicate via the automotive protocol J1939) is controlled by Integrator’s several processors. Finally, Integrator’s processors are controlled by a central computer ZR32 , which controls the entire bus operation and recives commands directly from the actuators pressed by the driver.
As you can see this kind of control is not economical – neither cheap nor safe from any point of view. It was designed at the beginning of the formation of the first electric buses because of a lack of knowledge and other simpler cheaper solutions.
Przykładem innego rozwiązania jest np. użycie platformy sterowania SAV obecnie w naszym rozwiązaniu udało się wyeliminować jeden sterownik NEURO i kilka procesorów Integratora, używając inny sterownik sterujemy bezpośrednio falownikiem TM4.
Jeszcze w tym lub przyszłym roku Continental Automotive wypuści na rynek nową platformę KIBES 4, o zwiększonej mocy obliczeniowej. W tym przypadku będziemy mieli możliwość sterować bezpośrednio falownikiem TM4 za pomocą centralnego komputera autobusu!
Podsumowując będzie taniej, bezpieczniej, wygodniej zgodnie ze standardem J1939. Całe know-how będzie przesuwane do producenta autobusu z dostawców osprzętu elektronicznego.
As an example of another solution is eg. using control platform from SAV Studio. Nowadays in our solution we have eliminated one NEURO controller and several Integrator’s processors, using another controller we can directly mange the inverter TM4.
Later this or next year, Continental Automotive will launch a new platform KIBES 4, with increased computing power. In this case, we will have the opportunity to control directly the inverter TM4 using a central computer in the bus!
In conclusion, it will be cheaper, safer, more convenient according to the J1939 standard . The entire know-how will be moved from electronic equipment suppliers to the bus manufacturer .
The area of the bus skeletons constructions must be changed due to the transition from conventional for electric drives.
Manufacturers will no longer rebuild skeletons of buses diesel-powered on structures foor electric drive. They will designe the skeletons dedicated diractly to electric buses, where construction reinforcements are required in the other areas in the bus (the roof of the bus, transfer of gravity more to the front axle). ZF has already produced the front axle with an increased emphasis – 8 ,2 tons.
Batteries from the roof will go into the area of the low floor as it is currently in cars from TESLA,BMW i3 i8. SAV is already working on such a solution for one of our clients. This will greatly facilitate the maintenance of the battery, it will “slim down” the roof structure. We plan to do the entire roof structure with lightweight components laminate.
Replacement of side windows and rear one with elements made of polycarbonate. It will significantly reduce the wages of the whole vehicle, it will also increase the passive safety because of the polycarbonate resistance. Here will be necessary to reduce the cost of the polycarbonate purchase.
Improving insulation in the side walls, and floors, eliminating heavy plywood which is both a very low heat insulator. SAV is currently working on such a solution.
Elimination of the tower in the engine compartment which was designed for the first time almost 15 years ago, from the point of view of electric buses, it is completely unnecessary. The first electric bus from SAV no longer has even the tower in the engine compartment impeding the driver’s view to the rear of the bus and limiting the number of seats.
The last stage in the high-volume production will be the replacement the structures of welded profiles, partially bythe structures from embossed sheet. This will allow to significantly reduce the time and what follows it to reduce costs of skelton production. In the first stage will be the wheel arches and the middle floor which is also the carrier of traction batteries.
… interior …
The interior of the bus will go towards a more modern and light solutions. Large windows with polycarbonate, perhaps for some customers also sunroof (solution from passenger cars segment ). Internal walls and window bars made entirely of ABS (see e.g. MAN). The drivers cab – the light form and easy to use.
To sum up the whole interior will sought after the solutions from the aviation industry (hulls passenger aircraft).
… suspension …
The front and rear suspension will be finally produced as an independent. Will be eliminated the rear rigid beam as the drive axle. Such a solution will only be possible with a drive in the wheel hubs, which in the final phase will eliminate completely the transition , central drive with the classic axle drive. Manufacturers of the bus bodies will have to adapt skeletons to the rear independent suspension, which significantly improve the comfort of a city bus drive after in particular on the poor road surfaces which are common in the whole Europe.
There will be new bus length – 21 m (eg. 4 axial bus – Mercedes Capacity). As it is shown in the economic balance the electrification has the most sense as much as possible in vehicles, where the weight of the battery begins to be overlooked. What is more a big agglomerations are yet interested in acquiring the longest bus fleet as possible (bus 18,75m 18m 21m 24m Van Hool). Recently, SAV has received inquiry from one of the foreign clients for designing the 21m bus.
Tell us what you would like to produce and we will make your vision a reality.