WO2019016624A1 - Self-supporting buses and coaches resistant to overturning - Google Patents

Abstract

The present invention refers to self-supporting buses and coaches resistant to tipping, these are vehicles suitable for the transport of people that meets international safety and comfort standards. It is a flexible structure, which allows to offer a product that adapts to the different demands of capacity without affecting its technical conditions. It also has the possibility of using interchangeable components so that the final product adapts to the topographic conditions of the country, always under the strictest safety conditions. (Rims, suspensions, engines, speed boxes, etc). Use of mechanical components according to market conditions and topography. it is composed of a superstructure (2000) mounted on a substructure (1000), where said substructure has at its front a driver's platform (200) an independent front suspension (300), and an engine support.

Description

 SELF-SUPPORTING BUSES AND AUTOCARES RESISTANT TO THE

 VUELCO

DESCRIPTION

TECHNOLOGICAL SECTOR

The present invention reveals a self-supporting structure for buses and coaches capable of protecting the passenger survival space in the event of capsize, this invention belongs to the transport vehicle industry and contributes to the proposed developments in the international patent classification B62D31 / 00, which refers to superstructures for passenger vehicles

BACKGROUND OF THE INVENTION

Until the fifties and sixties of the last century, the structure based on a chassis and a body was widespread throughout the world, highly specialized bodybuilders manufactured and coupled their products to chassis supplied by truck manufacturers. At first it was a truck chassis with a front engine; from the fifties, this structure was replaced successively in the larger vehicles by a chassis with a motor in the rear, as is usual in current buses and coaches.

Over the past decades, there has been a major change in the preferences of the bodybuilders, the chassis based on racks of rails. Where the bodybuilder replaces the factory truck frame, by a lattice frame chosen for a transport vehicle, thereby configuring a bus or a carrier or semi-carrier coach, similar to the integral bus of a complete bus manufacturer.

Along with the technical differences, the coupling of a body on a chassis, especially on a frame chassis, is simpler from the technical point of view than the design of an integral bus, the costs are also important: the buses based on crossbars They are much cheaper than integral buses. In addition, buses configured on crossbeams often use especially robust and simpler components, they can better withstand extreme requests than full-size buses.

Despite the processes of economic unification that are found all over the world, the manufacturing techniques of these buses vary from country to country, this is due to the fact that there are traditional markets for integral buses, as well as for cross-frame chassis. For example, Central Europe, North America and Japan are typical markets for integral buses; Central America, South America, Africa, South Asia and Southeast Asia are bus markets configured on classic chassis with crossbar frame and front or rear engine.

This diversity of markets is due to the fact that there are two major technical challenges when manufacturing these vehicles. The first of these is really supplying the needs of the coachbuilders, since for the assembler a bus there is little supply capable of meeting the necessary requirements. This is the case of Colombia, a country with recently built roads, many of them still unpaved, with prominent, narrow gaps and with Many curves in mountainous areas. These special conditions require higher buses, with a special depreciation, which can incorporate ABS braking system and front and rear disc brakes; none of these requirements are currently being met because there is a standard chassis offer and there is no room for atypical requirements.

While the manufacturers are free to adapt the chassis, they remove elements that do not require during the adaptation process, relocate other elements such as fuel tanks, air, steering shaft, reorganize the pneumatic and hydraulic systems and electric networks (this is because the chassis is not designed to receive the bodywork of a bus, but is only produced by the assembler as standard for a truck); it should be borne in mind that there is a growing demand for vehicles with particular requirements that can not be met by the slow response capacity of the assemblers, causing body manufacturers to modify the chassis anti-technically to meet this need, which creates a high risk for the integrity of it and for the users.

And just the security issue is the second major problem in this market, because local manufacturers have not had sufficient capacity to measure the risks associated with collisions or rollovers in their beam structures. Tests that are de rigueur in medium and small cars, but lax in buses.

These tests and parameters are contemplated in the United Nations regulation 66 and are accepted by the manufacturers of integral buses. This regulation stipulates the conservation of survival space, in the which passenger or crew member will be protected in case of accidents, (see figure 18)

The test is based on the side roll of a bus, where it pivots on a certain point (without sliding) at a height and conditions determined by regulation 66R00, until it hits the ground (completely rigid), (see figure 19)

With this test it is determined that the maximum displacement of the structure must not exceed the limit of the survival space established by the regulation, (see figure 20)

Taking into account all the above, our invention solves these two problems, freedom of adaptability and safety without forgetting comfort, and to understand a little the challenge of invention, we will show important initiatives by recognized companies in the sector that have pursued the same purposes.

Patent application CN201385702 discloses a structure for an integral bus, which shows in detail its parts of superstructure, such as roof, front, rear, among others; It makes a special emphasis on the frame of the passenger door. However, the document does not allow to understand the benefits of such a structure, nor does it reveal the existence of evidence to guarantee the safety of it.

Different situation can be seen in the patent document DE10342842 of the company MAN NUTZFAHRZEUGE, a German company highly recognized in this market for the manufacture of buses integral, as well as the sale of its chassis. This patent document, although it contemplates and exemplifies the safety tests by required norm, reveals wall columns capable of being deformed when overturned; This structure protects an internal passenger area but does not reveal important details in the roof area.

The patent document EP1749733 if contemplates the use of reinforcements in the roof to ensure greater resistance to deformation. This patent, which is also from the company MAN NUTZFAHRZEUGE, is a major step towards the development of framework structures for modular assembly buses. The objective of this patent and of a more advanced one, the DE202007012185, is just the modularity, like selling elements by parts for its assembly in situ. It is an advance towards diversifying the market and not just selling chassis structures.

These documents are relevant, they constitute the closest state of the art, they all reveal framework structures for buses and have as premise the safety of the passengers; but they do not reveal evidence about a safety certification, none seek to supply the need for bodybuilders for adaptability, nor do they mention the relevance of the substructure design. All this is important because to date the buses still have suspensions in rear leaf spring and rigid in the front, and usually the brake system does not incorporate ABS.

The present invention provides solutions to several important points: Safety, smoothness in the suspension, efficient braking, comfortable space, independence and adaptability when building a bus or coach according to the needs of the transporter, such as number of passengers, height, type of motor to install, among many other needs. DETAILED DESCRIPTION OF THE INVENTION

Based on the guidelines given by the UN in regulation 66, where it is required that the structure must not exceed the limit of the established survival space. This regulation indicates in its annex 9 that it is allowed that rollover tests for certification can be achieved by computer simulation, this annex determines that the simulation follows a mathematical model that governs the physical and real behavior of the structure during the rollover test , so that if it is necessary to make a test on a real vehicle this can verify the validity of them. The present invention makes use of this type of tests, certified by the company IDIADA, is an engineering company with more than 25 years of history, a leader in design, testing, engineering and approval services for the automotive industry around the world . The headquarters, located in Barcelona, Spain, is composed of a technical center of 360 hectares with complete laboratories and test tracks. The company has more than 2,200 professionals specialized in the development of vehicles, as well as an international network of branches in 26 countries. ¹ They tested the different prototypes designed by AGA® during the development of the present invention. The tests are appended to the end of the document.

To begin the description of the invention we will disclose the sequence of parts:

1) Substructure (1000)

 2) Driver platform (200)

 3) Fixed platform (201)

Vb¾B; erotic _; ∞nVDafj: nershj ) Platform floor (202)

) Reinforcement diagonals (203)

) Frontal a structural mooring (204)

) Collapsible structure (205)

) Pivot point (207)

) Steering axle support and independent front suspension (300) 0 Air suspension system support (301)

1 Stand base (302)

2 Lower reinforcements (303)

3 Anchoring profile of suspension system support (304)

4 Steering system lock (306)

5 Fixing base steering box (307)

6 Appendices anchoring steering system (305) (308) (309) (31 1) 7 Appendix anchoring suspension system (310)

8 Damping anchor (312)

9 Front pneumatic system (500)

0 Stabilizing bars (503)

1 Shock absorber (504)

2 Crossbar frame (400)

3 Trunk structure, trunk base (401)

4 Points of union (402)

5 Enclosed support beam (403)

6 boot / cabin division (404)

7 Traction shaft support (8)

8 Diagonal assistants (82)

9 Side Auxiliaries (84)

0 Support arms (83)

1 Struts (80) (85)

2 Reinforcement of the rear axle (81)

3 Rear air suspension (501)

4 Traction axle (506)

5 Stabilizing bars (507) (508) Shock Absorbers (509)

Transition stringers (7)

Engine support (6)

Mooring truss (64)

Closed structure (65) (62)

Columns (61)

 Front heads for motor support (60) Columnetas (66)

 Rear motor support heads (63)

 Bridge 1 (900)

 Bridge 2 (901)

 Bridge 3 (902)

 Bridge 4 (903)

 Bridge 5 (904)

 Bridge 6 (905)

 Anchor base steering box (906)

Vertical moorings of the bridge (907)

Floor support (909)

Mooring diagonal (908) (910)

Horizontal bridge mooring (91 1)

Pneumatic suspension system supports (912) Central horizontal attachment (913)

Pair of shock absorber supports (914)

Pair of anchors grab bars (915)

Foot of central friends (920)

Superstructure (2000)

Rear Structure (2)

Front structure (5)

Wheel ring (4)

Side trusses (3)

Ceiling (1)

Main arches (101) 68) Roof longitudinals (103)

 69) Intermediate arches (104)

 70) Arc reinforcement (150)

 71) Reinforcement profile (151)

 72) Sheet metal (152)

 73) Previous column (30)

 74) Longitudinal support profile (31)

 75) Truss (32)

 76) Handrails (33)

 77) Intermediate columns (34)

 78) Rear column (35)

 79) Reinforcement knot (36)

 80) Complement in L reinforcement knot (37)

 81) Reinforcement beams (602)

 82) Overmotor structure (601)

The list of parts listed above is organized according to the two purposes of interest of the invention, the first interest is the adaptability which would be supported in the design of the substructure (1000), which loads, supports or holds the motor, the steering axle, the traction axle, the suspension, brakes, trunk and cabin or rails; and the second interest is the protection and safety of the passengers, which would be manifested in the design of the superstructure (2000) this makes carapace resistant to deformation in rollovers.

Substructure (1000)

The substructure (1000) consists of five key elements: the driver platform (200), the directional axle support and suspension independent front (300), the trunk structure of crossbars (400), the support of the traction shaft (8) and the motor support (6). Structures sequenced, joined and reinforced each other thanks to bridges (900), (901), (902), (903), (904) and (905). We will go into detail about these structures:

Driver platform (200)

The platform of the driver is a structure that unlike other platforms, is a collapsible structure, a useful quality when resisting deformation in the event of frontal accidents, this is because the floor of the platform (202) has some points of pivot (207), which has within its components two special dampers, located horizontally on the fixed platform (201), which allow the driver to remain fixed, but at the moment of a collision, these actuate and retract, allowing absorb the impact

Steering axle bracket and independent front suspension (300)

This structure is thought to be able to support the independent suspension system (500) for each front wheel, such as that of automobiles; for this purpose, the steering system of each wheel needs 4 bars for its stabilization; so the bars will be anchored to the appendices (305) (308) (309) and (31 1) The anchor appendage (305) is detached from the lower back reinforcements (303) and the anchor appendage (309) of the lower front reinforcements (303); these four reinforcements are attached to the bridges 1 and 2 (900) (901), and allow the base of the axle support (302) to rest on the bridges. This support base has at its center a third appendix (308) for the anchoring of the stabilizer bars which, together with the appendix (31 1), form four fastening points per wheel capable of supporting and giving free rotation mobility to the steering wheel .

The support base (302) receives on it the anchors to the air suspension system (301) and to the anchoring profile of the support of the suspension system (304) which is intended to support the anchoring appendix of the suspension system (500) tire, which can be a balloon or an air bag.

Below the base of the support (302) is the closure of the steering system (306), which also has some anchoring appendages (31 1) to the bars of the suspension system as mentioned above, but also in its back is joined with the base of fixation of steering box (307).

The suspension system (500) will thus count on 2 air balloons that will allow each wheel to withstand the conditions of the road, without generating jumps or catapult effects, common in the suspensions of leaf springs. In addition, it allows the incorporation of ABS brakes.

Truss or boot frame (400) The trunk structure (400) is designed for the luggage space and a cabin or cabin for the alternate driver, this structure at its rear end joins the bridge 2 (901) by its junction points (402), in its center is stiffened by a pair of enclosed support beams (403), bridge 3 (902) and trunk / cabin divider (404) and at its front end it is joined to the traction axle support (8), more precisely to the arms of the support (83) and to the bridge 4 (904).

There are models of coaches where this structure of crossbars (400) is made smaller, with bridges of less height, in this way it would cease to be a trunk and would be simply a structure just for support of silletería, where only the support beams would be ( 403) and the grid structure (401), which allows obtaining the desired width of the structure.

Traction shaft support (8)

The rear suspension system (501) is not independent for each wheel as the front; it supports the traction axis and its movement is limited to the vertical plane, it needs 4 connection points for the suspension bars, although the connection points are on the bridges 4 or 5 (903) and (904), the support traction axle (8) guarantees the separation between boards and its rigidity, so it has a pair of diagonal auxiliaries (82) and side auxiliaries (84) which join the struts (80) and (85), allowing thus supporting the weight of the passenger platform and withstanding the horizontal deformation between the bridges. The supports (8) rest on the bridge 5 (904) thanks to the reinforcement (81) and the bridge 4 (903) on the arms of the rear axle (83).

As mentioned before, the connection points are located on bridges 4 or 5; there are a couple of suspension system supports pneumatic (912) and in the four vertices that form the junction of bridges and supports (8) there are anchoring grab bars (915) that serve as connection point to the suspension bars. It is important that the connection points between vertices form a structure in V.

Engine support (6)

The greatest advantage of this invention is the freedom to design and adapt a structure of its own to the dimensions of an engine of interest, to be able to use a MAN engine, a Cummins engine or a DAF engine, among others and mix them with various transmission boxes and axles of traction, since it also has its own software for the calculation of the related variables in the perfect gear of all the components, without depending on the companies that manufacture the components; and this is possible because we offer a secure structure on which the engine will rest.

The engine would sit on 4 heads, front heads (60) and rear heads (63), these heads will be designed according to the support points of the motor of interest of the conveyor. The rear heads (63) will be mounted on profiles that will act as columns (66) and the front heads (60) will be on columns (61) which are also profiles.

Columns (61) and columns (66) will be inside the enclosed structure (62) (65) of the motor support, which forms a kind of U-corral that protects the motor. The distance between motor and drive shaft will depend on the needs of the conveyor, some models with long transmission shaft may or may not have transition beams (7) that connect the motor support with bridge 5 (904), stiffened by the presence of bridge 6 (905). Finally to guarantee the central position of this motor support structure (8) is the mooring truss (64) that joins the lateral structures (3).

Bridges

The bridges connect the substructure (1000) with the superstructure (2000), in addition they are the key pieces the pneumatic suspension system and the steering system these are shaped in a general way by the union of a horizontal bridge lashing (91 1), on the vertical moorings of the bridge (907), with lateral superior projections that form the floor support (909).

The supporting bridges 1, 2, 3, 4 and 5 (900), (901), (902), (903) and (904) respectively have some mooring diagonal (908) (910) in the center and side of each bridge. The bridge 6 does not have these diagonals because it must allow the passage of the transmission axis; instead of them he has a couple of friends standing (920).

The supporting bridges 4 and 5 (903) and (904) have central horizontal tie (913) where a pair of supports of the air suspension system (912), a pair of axle fastening anchors (915) and a pair of shock absorber supports (914). That as described above, it serves the location of the suspension system (501). While the support bridge 1 (900) only have the steering box anchor (906). Superstructure (2000)

The superstructure (2000) is a protective helmet for buses or coaches and concentrates the development capable of withstanding deformations to accidents or rollovers, that is why this structure is manufactured with high strength steel profiles with structural reinforcements in the upper joining nodes and inferiors, with the objective of complying with the UN 66 regulations, referring to the vital space for passengers, where the maximum invasion of the survival space can not be greater than 150 millimeters; This structure is constituted by four external parts and an internal structure which are: roof (1), side trusses (3) backboard (2), front panel (5) and passenger floor (600).

Ceiling (1)

The structure of the roof is composed of a series of arches that will depend on the length of the bus or bus required by the transporter; so that we can find in the roof structure of 1 to 12 intermediate arches (104) with 2 to 12 main arches (101), these main arches are joined to the sides (3) and have an arc reinforcement (150 ) in its two corners.

This reinforcement is a profile (151) arranged between edge and edge near the corners of the arc (101), attached to it by a sheet (152) with MIG welding with typical properties of traction of 750MPa throughout its contact surface. This reinforcement allows that the deformation in the main arcs does not exceed 32 mm of invasion in the survival area (This is relevant, the standard allows up to 150 mm, the evidence can be found in the annexes of this document). Finally the roof has 3 to 12 longitudinal profiles (103) that cross the arches from the rear end of the bus to its front end.

Side trusses (3)

The left and right sides (3) support the roof (1) by the main arches (101) with the intermediate columns (34), the anterior column (30) and the rear column (35); for the columns that are joined to the bridges there will be a reinforcement in the knot (36) and complement of the reinforcement of the knot in L (37), these are elements that allow that the lateral ones do not invade the space of survival of the passenger in case of claims.

The structure is reinforced with a truss (32) that runs between the longitudinal support profile (31) and the handrail, the latter serves as a base for the window panes; Finally, as a protector of the rims, there is the structure of the wheel ring (4).

Rear structure (2) and frontal structure (5)

These structures, although functional, are the elements that play with the aesthetics of the bus, its design and structure will be subject to the taste and needs of the transporter. Passenger apartment (600)

Finally, the structure where passengers will be available will be the passenger floor (600) consists of a pair of reinforcement beams (602) mounted on the notches that are between the floor support (909) of each bridge; Between bridge and bridge profiles are established that form a series of Z that would support the silletería and form the alley or transit area of the passengers. At the rear of the floor (600) an overmotor structure (601) is installed.

materials

The vehicle consists of:

• Profile of 60x40x4mm Strenx 700, (High strength steel)

• Profile of 80x40x4mm, strenx 700, (high strength profile)

• Profile 60x40x2,5mm ASTM A653

 • Profile 25x25x2mm ASTM A653

 • Steel plates of 4.8mm, 5.8mm and 8mm thick in strenx 700, high strength steels

 • ASTM A653 steel sheet

Comparative advantages

Traditional manufacture Self-bearing manufacture

 The mechanics of the vehicle comes The mechanics of the vehicle are installed installed in a frame. directly in the structure

self-supporting Traditional manufacture Self-bearing manufacture

 The chassis and the body are assemblies The mechanical and separate components. body form a single set called monocoque or self-supporting.

Total dependence of the supplier The manufacturing does not depend on the chassis. chassis supplier.

 The production of the body depends The conformation of the vehicle not of the entrance of the chassis to the plant requires chassis and is produced in an assembly. only set

 Dead times of production due to lack There are no downtimes of chassis supply. generate losses.

 The dimensions and number of seats The flexible machining and the are subject to the length and capacity nonexistence of frame allow the chassis. offer products according to the

 customer needs. Since our product is of variable distance between axes.

 Does not allow customization of the chassis Because it is a low local production, because the production of decision making in assembly modifications is governed by processes, it is carried out directly in the globally approved in its plant engineering department. AGA® buses in conjunction with the suppliers' engineering departments, making changes and adjustments to the client's needs easier, faster and cheaper.

You can not change the types of Due to the wide range of engines. mechanical components in the world market, you can use different types of engines according to the needs of the customer and the capacity of spare parts depending on the region.

 Euro IV engine. Euro V engine

 Rigid front suspension. Independent front suspension.

Disc brakes on the front axle. Disc brakes on front axle and rear axle.

 Does not have ABS system (System

anti-lock brake). ABS system. Description of figures:

Figure No 1: Shows the entire self-supporting structure of a bus or coach.

Figure No 2: This figure shows only the components of the substructure (1000)

Figure No 3: Perspective view of the driver's platform (200) Figure No 4: Views of the steering axle support (300)

Figure No 5: View of the steering axle support (300), with the suspension system (500) and the steering axles.

Figure No 6: View of the structure of crossbars or trunk.

Figure No 7: View of the traction axle support (8) Figure No 8: View of the traction axle support (8), with the traction axle (506).

Figure No 9: Motor support view (6) -

Figure No 10: Perspective and lateral view of the layout of the bridges. Figure No 1 1: Details of the bridges. Figure No 12: Detail of bridge 4 or 5 (903) (904). Figure No. 13: Perspective view of the superstructure (2000). Figure No 14: Detail of the components of the roof (1) Figure No 15: Detail lateral truss (3)

Figure No 16: Detail of the passenger floor (600) - lateral (3) by knots. Figure No 17: Top view of the passenger floor Figure No 18: Demarcation of the space for survival Figure No 18: Simulation of overturning

Figure No 20: Results of the rollover test

Claims

1 - Self-supporting buses and coaches resistant to overturning, characterized in that it is composed of a superstructure (2000) mounted on a substructure (1000), where said substructure has at its front a driver's platform (200) followed by a support shaft and directional independent front suspension (300), said support has a pair of anchors to the air suspension system (301) that are joined by the anchoring profile of the support of the suspension system (304) to the base of the support (302) which rests on four lower reinforcements that are anchored to the bridge 1 (900) and to the bridge 2 (901) as well as the closing of the independent steering system (306); followed by the bridge 2 (902) joins the frame of crosspieces (400) which are assembled to this bridge 2 (901) by means of the junction points (402). At its front end of the cross frame (400) is attached to the support of the traction shaft (8), more precisely to the arms of the support (83), said support of the traction shaft (8) supports diagonal auxiliaries (82) that support a struts (80) (85) and supports lateral auxiliaries (84) that together with the reinforcement of the rear axle (81) are attached to the bridges 4 (903) and 5 (904). The motor support (6) is located at the front end of the self-support; this last support is a trussed structure (65) (62) having a pair of columns (61) with front heads for motor support (60) and posts (66) with rear motor support heads (63). 2- Self-supporting buses and coaches resistant to overturning according to claim 1, characterized in that the motor support (6) is attached to the bridge last bridge 5 (904) by transition beams (7) which connect with the bridge 6 (905) ) Self-supporting buses and coaches resistant to overturning according to claim 1 because the cross-member structure (400) has an enclosed support beam (403), a trunk / cabin partition (404) together with the support bridge 3 (902) and the structure reticular (401). Self-supporting coaches and buses resistant to overturning according to claim 1, 2 and 3, characterized in that the support bridges 1, 2,3,4, 5 and 6 (900), (901), (902), (903), (904) and (905) respectively are the structures that support the superstructure (2000) and are each formed by a horizontal bridge lashing (91 1), supported on the vertical moorings of the bridge (907), with lateral superior projections forming the floor support (909). Self-supporting coaches and buses resistant to overturning according to claim 1, 2, 3 and 4, characterized in that the support bridges 1, 2,3 4 and 5 (900), (901), (902), (903) and (904) respectively It has some mooring diagonals (908) (910) in the center and sides of each bridge. Self-supporting buses and coaches resistant to overturning according to claim 1, 2 and 4, characterized in that the support bridge 6 (905) has a pair of feet of central friends (920) Self-supporting coaches and buses resistant to overturning according to claim 1 and 4, characterized in that the support bridges 4 and 5 (903) and (904) have a central horizontal tie (913) where a pair of supports of the air suspension system is joined (912) ), a pair of anchors grab bars (915) and a pair of damper mounts (914) each. 8- Self-supporting coaches and buses resistant to overturning according to claim 1 and 4, characterized in that the support bridge 1 (900) have the anchor base of the steering box (906), which bears the base of fixing the steering box (307) 9- Self-supporting buses and coaches resistant to overturning according to claim 1, characterized in that the platform the driver (200) has a collapsible structure (205) on pivot points (207) secured to the fixed platform (201), followed by the floor of platform (202), attached to support bridge 1 (901) by means of reinforcing diagonals (203); this platform has a structural mooring (204) on its front part. 10- Self-supporting coaches and buses resistant to overturning according to claim 1, characterized in that the anchoring profile of the support of the suspension system (304) has an anchoring appendix (310) of the front pneumatic suspension system (500) 1 1 - Self-supporting buses and coaches resistant to overturning according to claim 1 characterized the lower reinforcements (303), the base of the support (302) together with the closure of the steering system (306) have anchor points for the support bars (305) (308) (309) V (31 1). 12-Self-supporting buses and coaches resistant to overturning according to claim 1 characterized the support base (302) has an anchor for the shock absorber (312) 13-Self-supporting buses and coaches resistant to overturning according to claim 1, characterized in that 14- Self-supporting buses and coaches resistant to overturning according to claim 1, characterized in that the motor support (7) has a mooring truss (64) between the motor support and the side trusses (3) 15- Self-supporting buses and coaches resistant to overturning according to claim 1 characterized in that the superstructure (2000) is composed of a roof (1), a rear structure (2), a front structure (5), a pair of side trusses (3) on the left and right side, and the passenger floor (600) 16- Self-supporting buses and coaches resistant to overturning according to claim 15, characterized in that the roof (1) consists of 3 to 12 longitudinal roof profiles (103), 1 to 12 intermediate arches (104) and 2 to 12 main arches ( 101), where said arcs count at their corners with an arc reinforcement (150). 17- Self-supporting coaches and buses resistant to overturning according to claim 15, characterized in that the lateral trusses (3) are composed of a front column (30) and a rear column (35), in the middle of which there are 2 to 12 intermediate columns (34). ), crossed by the handrail (33), the longitudinal support profile (31) and a truss (32). For the columns that are attached to the bridges there is a reinforcement in the knot (36) and complement the reinforcement of the knot in L (37) 18- Self-supporting buses and coaches resistant to overturning according to claim 16, characterized in that the arc reinforcement (150) is constituted by a reinforcement that is a profile (151) arranged between edge and edge near the corners of the arc (101), attached to it for a sheet (152). 19- Self-supporting buses and coaches resistant to overturning according to claim 15, characterized in that the passenger floor (600) costs a pair of reinforcement beams (602) and an overmotor (601), on the notches that remain between the floor supports ( 909).