ELECTRIC-MOTOR-DRIVEN RIGID AXLE FOR VEHICLES, IN PARTICULAR UTILITY VEHICLES, WITH ELECTRIC MOTORS NEAR TO THE WHEELS AND WITH OFFSET TRANSMISSIONS

Abstract

An electric-motor-driven rigid axle for vehicles. The axle has a body with wheel carriers and points for attachment to a vehicle frame such that, in a cross-section, an upper end of the body faces the frame and a body axis forms a vertical axis extending toward the upper end and intersecting the wheel axis. The axle has electric motors and offset transmissions. The motors drive respective carriers. The transmissions are respectively interposed between the associated motor and carrier. The transmissions enable the shafts of the respective motors to be offset from the wheel axis. The transmissions are arranged such that, in the cross-sectional view, the motor shafts and the wheel axis form intersection points on an offset line which is at an angle of between 1 and 90 degrees to the vertical axis and the vertex is at an intersection point between the wheel axis and the offset line.

Claims

1-18. (canceled)

19. An electric-motor-driven rigid axle (100) for vehicles, the rigid axle (100) comprising: an axle body (110), two wheel carriers (120, 120′), and at least one attachment point (150) for fixing the axle body (110) to a vehicle frame (400), the axle body (110) is of elongated form and at opposite longitudinal ends (111, 111′) in each case one of the wheel carriers (120, 120′) is provided, each of the wheel carriers is rotatable relative to the axle body (110) about a wheel axis (121; 121′), and the at least one attachment point (150) is designed to fix the axle body (110) onto the vehicle frame (400) in such a manner that, when viewed in a cross-section of the rigid axle (100), the axle body (110) faces toward the vehicle frame (400) at an upper end (112) and an axis of the axle body (110) forms a vertical axis (113) that extends in a direction toward the upper end (112), which axis intersects with the wheel axis (121; 121′), the rigid axle (100) further comprising two electric motors (130, 130′) arranged close to wheels and two offset transmissions (140, 140′), such that, in each case, one of the electric motors (130, 130′) serves to drive one of the wheel carriers (120, 120′) and, in each case, one of the offset transmissions (140, 140′) is interconnected between one of the electric motors (130; 130′) and the wheel carrier (120; 120′) in driving association therewith, and by virtue of the offset transmission (140, 140′), the motor shaft (131; 131′) of the respective electric motor (130; 130′) and the wheel axis (121; 121′) of the associated wheel carrier (120; 120′) are arranged offset relative to one another, and when viewed in the cross-section of the rigid axle (100), the motor shaft (131; 131′) of the respective electric motor (130; 130′) and the wheel axis (121; 121′) of the associated wheel carrier (121; 121′) offset relative thereto form a point of intersection (22; 24) on an offset line (20), the offset transmissions (140, 140′) are orientated in such d manner that, when viewed in the cross-section of the rigid axle (100), the offset line (20) and the vertical axis (113) are positioned at an angle (a) to one another, a vertex of the angle is at the point of intersection (22) of the wheel axis (121; 121′) with the offset line (20), a size of the angle (a) having a value between 1 degree and 90 degrees.

20. The rigid axle according to claim 19, wherein the offset transmissions (140, 140′) are orientated in such a manner that, when viewed in the cross-section of the rigid axle (100), in each case the wheel axis (121; 121′) is offset relative to the associated motor shaft (131; 131′) upward in a direction toward the upper end (112) of the axle body (110), and relative to the wheel axis (121; 121′) the associated motor shaft (131; 131′) is offset sideways in a direction away from the vertical axis (113).

21. The rigid axle according to claim 20, wherein the offset transmissions (140, 140′) are orientated in such a manner that, when viewed in the cross-section of the rigid axle (100) relative to the wheel axis (121; 121′) of the associated wheel carrier (120; 120′), the motor shaft (131; 131′) of the respective electric motor (130; 130′) is offset in a direction to a left of the vertical axis (113).

22. The rigid axle according to claim 20, wherein the offset transmissions (140, 140′) are orientated in such a manner that, when viewed in the cross-section of the rigid axle (100) relative to the wheel axis (121; 121′) of the associated wheel carrier (120; 120′), the motor shaft (131; 131′) of the respective electric motor (130; 130′) is offset in a direction to a right of the vertical axis (113).

23. The rigid axle according to claim 19, wherein the offset transmissions (140, 140′) comprise, in each case, a drive input shaft (1; 1′), a drive output shaft (2; 2′) parallel and offset relative to the drive input shaft, and at least one gearset (10; 10′), the respective drive input shaft (1; 1′) is in driving connection with the motor shaft (131; 131′) of the associated electric motor (130; 130′) and the respective drive output shaft (2; 2′) is functionally connected to the associated wheel carrier (120; 120′).

24. The rigid axle according to claim 23, wherein the at least one gearset (10; 10′) comprises at least one spur gear pair.

25. The rigid axle according to claim 23, wherein the drive input shaft (1; 1′) is arranged coaxially with the motor shaft (131; 131′) and the drive output shaft (2; 2′) is arranged coaxially with the wheel axis (121; 121′).

26. The rigid axle according to claim 23, wherein the at least one gearset (10; 10′) comprises a main gearwheel (10.1; 10.1′), at least one intermediate wheel (10.2, 10.3; 10.2′, 10.3′) and a ring gear (10.4; 10.4′), the main gearwheel (10.1; 10.1′) and the at least one intermediate wheel (10.2, 10.3; 10.2′, 10.3′) mesh with one another and with inner teeth of the ring gear (10.4; 10.4′), and either: the main gearwheel (10.1; 10.1′) is associated with the drive input shaft (1; 1′) and the ring gear (10.4; 10.4′) is associated with the drive output shaft (2; 2′), or the main gearwheel (10.1; 10.1′) is associated with the drive output shaft (2; 2′) and the ring gear (10.4; 10.4′) is associated with the drive input shaft (1; 1′).

27. The rigid axle according to claim 26, wherein the main gearwheel (10.1; 10.1′) is rotationally fixedly connected to the drive input shaft (1; 1′) and the ring gear (10.4; 10.4′) is rotationally fixedly connected to the drive output shaft (2; 2′), and the at least one intermediate wheel (10.2, 10.3; 10.2′, 10.3′) is rotatably mounted on a rotational axis (3, 4; 3′, 4′) fixed on a housing by way of a bearing.

28. The rigid axle according to claim 26, wherein the ring gear (10.4; 10.4′) forms a sidewall of a pot-shaped transmission element, the transmission element has a bottom at one axial end and is open at an opposite axial end, the bottom of the transmission element is rotationally fixedly connected to one of the drive output shaft (2; 2′) and the drive input shaft (1; 1′), and the open axial end of the transmission element faces toward a housing component (40; 40′) that accommodates the associated electric motor (130; 130′).

29. The rigid axle according to claim 19, wherein the offset transmissions are, in each case, designed to be shifted between at least two gear steps.

30. The rigid axle according to claim 29, wherein the offset transmissions each comprise a drive input shaft and an output shaft that is parallel and offset relative to the drive input shaft, each drive input shaft is drivingly connected to the respectively associated electric motor and each drive output shaft is functionally connected to the respectively associated wheel carrier, and the offset transmissions each comprise at least two gearsets and at least one shifting element, such that the at least two gearsets form, in each case, one of the at least two gear steps and the at least one shifting element is designed to be brought to at least two shift positions, in which the drive input shaft and the drive output shaft are coupled to one another, in each case, by way of one of the at least two gearsets.

31. The rigid axle according to claim 19, wherein the electric motors (130, 130′) are accommodated in the axle body (110) and, when viewed in a longitudinal direction of the rigid axle (100), are arranged one behind another.

32. The rigid axle according to claim 19, wherein the rigid axle (100) has a center (170) which, relative to a distance between the wheel carriers (120, 120′), is half-way between the respective wheel carriers (120; 120′), and the electric motors (130, 130′) are located in an area of the center (170).

33. The rigid axle according to claim 19, wherein in an area of the wheel carriers (120, 120′) there is, in each case, a countershaft transmission (160; 160′), and the offset transmissions (140, 140′) are, in each case, arranged between the countershaft transmission (160; 160′) and the associated electric motor (130; 130′).

34. An assembly with a rigid axle (100) according to claim 19, and with two wheel brakes (500, 500′), of which in each case one of the wheel brakes (500; 500′) is associated with one of the wheel carriers (120, 120′) of the rigid axle (100), the electric motors (130, 130′) of the rigid axle (100) are each associated with and accommodated in a housing component (40; 40′) of the axle body (110) of the rigid axle, and in each case adjacent to the housing component (40; 40′) there is arranged an actuator housing (520; 520′) of an actuator device of the wheel brake (500; 500′), and an outer circumference of the actuator housing (520; 520′) is under a tangent (42) of the housing component (40; 40′) that extends perpendicularly to the vertical axis (113).

35. The assembly according to claim 34, wherein the outer circumference of the actuator housing (520; 520′) is under a horizontal line (44) that extends perpendicularly to the vertical axis (113) and intersects with the wheel axis (121; 121′).

36. A motor vehicle, in particular a utility vehicle, comprising at least one of a rigid axle (100) and/or an assembly according to claim 34.

37. The rigid axle according to claim 19, wherein the at least one attachment point (150) comprises a plurality of attachment points (150).

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Further details and features of the invention emerge from the following description of an example embodiment, with reference to the drawing which shows:

[0027] FIG. 1: A possible embodiment of an electric-motor-driven rigid axle, viewed in perspective,

[0028] FIG. 2: A schematic representation of the rigid axle of FIG. 1,

[0029] FIG. 3: The rigid axle of FIG. 1 in a fitted arrangement, fitted on a vehicle frame and with a double-tire at one longitudinal end, viewed from above,

[0030] FIG. 4: The fitted arrangement of FIG. 3, viewed from the front,

[0031] FIG. 5: The fitted arrangement of FIG. 3 viewed from the side,

[0032] FIG. 6: The rigid axle of FIG. 1 as a partial section viewed from the side, and

[0033] FIG. 7: A simplified, schematic representation of the rigid axle according to FIG. 6.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0034] FIG. 1 shows a possible embodiment of an electric-motor-driven rigid axle 100, which is suitable for use in motor vehicles, for example utility vehicles. FIG. 2 shows the structure of the rigid axle 100, illustrated schematically. The rigid axle 100 comprises an axle body 110, which is preferably of elongated form and extends along a longitudinal axis 200. The rigid axle 100 further comprises two wheel carriers 120, 120′, each of which serves for the fitting of at least one vehicle wheel (not shown in FIGS. 1 and 2). The wheel carriers 120, 120′ are located at opposite longitudinal ends 111, 111′ of the axle body 110 and can in each case be rotated relative to the axle body 110 about a wheel axis 121, 121′. Preferably, the wheel carriers 120, 120′ are mounted rotatably on the axle body 110. Preferably, the wheel axes 121, 121′ are coaxial with one another. Preferably, the wheel axes 121, 121′ are coaxial with the longitudinal axis 200.

[0035] The rigid axle 100 further comprises two electric motors 130, 130′, each of which serves to drive one of the wheel carriers 120, 120′. Preferably, the electric motors 130, 130′ are arranged close to the wheels. For example, the electric motors 130, 130′ are respectively arranged in the area of a center 170. For example, the center 170 is located between the wheel carriers 120, 120′ half-way between the respective wheel carriers 120 and 120′, and lies on a transverse axis 220 which, for example, corresponds to a longitudinal axis of the vehicle (not shown in FIGS. 1 and 2). For example, the electric motors 130, 130′ are each accommodated in a housing 40, 40′. Preferably, the housing components 40, 40′ are each parts of an assembly of the axle body 110.

[0036] Preferably, the assemblies are joined together in the area of the transverse axis 220 or at the transverse axis 220. Preferably, the rigid axle 100 as a whole is symmetrical relative to the transverse axis 220 and the center 170. The electric motors 130, 130′ each have a motor shaft 131, 131′ by which the wheel carrier 120 or 120′ associated with the respective electric motor 130 or 130′ is driven. Preferably, the motor shaft 131 or 131′ forms an axis of the respective electric motor 130, 130′. Preferably, the respectively associated housing component 40 or 40′ is arranged coaxially relative to the motor shaft 131, 131′ or motor axis.

[0037] In the rigid axle 100, between the respective motor shaft 131, 131′ and the wheel axis 121, 121′ of the associated wheel carrier 120 or 120′ an offset is provided. This offset is produced by a respective offset transmission 140, 140′ which is connected respectively between the electric motor 130, 130′ and the associated wheel carrier 120, 120′. Preferably, the offset transmissions 140, 140′ are in the form of step-down transmissions and, for example, each comprises at least one spur gear pair. Preferably, the offset transmissions 140, 140′ each have a drive input shaft 1, 1′ and a drive output shaft 2, 2′, which are arranged offset relative to one another and thus produce the parallel offset between the motor shafts 130, 130′ and the associated wheel axis 121, 121′. For this, for example, the respective drive input shafts 1 or 1′ are connected to the associated electric motors 130, 130′ and the respective drive output shafts 2 or 2′ are connected to the associated wheel carriers 120, 120′

[0038] Preferably, the drive input shaft 1 or 1′ concerned is arranged coaxially with the motor shaft 131, 131′ of the respectively associated electric motor 130, 130′. Preferably, the drive input shaft 1 or 1′ is coupled rotationally fixed to the motor shaft 131 or 131′ of the electric motor 130 or 130′ concerned. Preferably, the drive output shaft 2 or 2′ concerned is coaxial with the wheel axis 121, 121′ of the wheel carrier 120 or 120′ concerned. Preferably, the drive output shaft 2 or 2′ is functionally connected to the associated wheel carrier 120 or 120′. Preferably, the offset transmissions 140, 140′ are associated with or accommodated in a further housing component 50, 50′. For example, the housing component 50, 50′ is a hub carrier on which, for example, the respectively associated wheel carrier 120 or 120′ is supported and/or rotationally mounted. Preferably, the further housing component 50 or 50′ forms part of an assembly of the axle body 110. Preferably, the housing 50 or 50′ is arranged coaxially with the wheel axis 121 or 121′ of the respectively associated wheel carrier 120 or 120′. The respective offset transmission 140, 140′ is accommodated therein.

[0039] The rigid axle 100 can comprise two countershaft transmissions 160 and 160′. For example, the countershaft transmissions 160, 160′ are arranged each in the area of one of the wheel carriers 120, 120′. For example, each of the countershaft transmissions 160 or 160′ is arranged inside the associated wheel carrier 120, 120′. Preferably, the offset transmissions 140, 140′ are arranged in each case between the countershaft transmissions 160 or 160′ and the associated electric motor 130 or 130′. For example, the distance between the respective offset transmission 140 or 140′ and its associated wheel carrier 120 or 120′, in particular the associated countershaft transmission 160 or 160′, is larger than the distance to the respectively associated electric motor 130, 130′. Preferably, the countershaft transmissions 160, 160′ are in the form of step-down transmissions and form, for example in addition to the offset transmissions 140, 140′, a further step-down stage. For example, the countershaft transmissions 160, 160′ are each in the form of planetary gear transmissions.

[0040] As can be seen for example from FIG. 2, the offset transmissions 140, 140′ each comprise at least one gearset 10 or 10′, which comprises a main gearwheel 10.1 or 10.1′, at least one and preferably two intermediate wheels 10.2 or 10.2′ and 10.3 or 10.3′, and a ring gear 10.4 or 10.4′. The main wheel 10.1 or 10.1′ meshes with one of the intermediate wheels 10.2 or 10.2′ and 10.3 or 10.3′, in particular the intermediate wheel 10.2 or 10.2′, which in turn meshes with the other intermediate wheel 10.3 or 10.3′ Preferably the main wheel 10.1 or 10.1′ and the intermediate wheels 10.2 or 10.2′ and 10.3 or 10.3′ are surrounded by the ring gear 10.4 or 10.4′, so that the main wheel 10.1 or 10.1′ and the outer intermediate wheel 10.3 or 10.3′ mesh with the inner teeth of the ring gear 10.4 or 10.4′. Preferably, the main wheel 10.1 or 10.1′ is associated with the drive input shaft 1 or 1′ and the ring gear 10.4 or 10.4′ with the drive output shaft 2 or 2′, in particular connected rotationally fixed thereto. Preferably, the at least one intermediate wheels 10.2 or 10.2′ and 10.3 or 10.3′ are mounted on respective rotational axes 5 or 5′ and 6 or 6′, the rotational axes being fixed relative to the housing component 40 and/or the further housing component 50, in particular attached thereto.

[0041] The rigid axle 100 can be provided as an assembly together, respectively, with a wheel brake 500 or 500′ that acts upon the associated wheel carrier 120 or 120′ (FIG. 1). For example, the wheel brake 500 or 500′ is a disk brake that preferably comprises an actuator device 510, 510′, a brake caliper 530, 530′ and a brake disk 520, 520′. The wheel brake 500 or 500′ can be a standard disk brake for utility vehicles. The actuator device 510 or 510′ can for example be of cylindrical shape or can have a preferably cylindrical actuator housing 520, 520′ or can comprise such a brake cylinder. Relative to its central axis 550 (FIGS. 6 and 7) the actuator housing 520, 520′ is for example arranged parallel to the longitudinal axis 200 of the rigid axle 100 and is for example directly and/or immediately adjacent to the housing component 40 or 40′ and/or the further housing component 50 or 50′.

[0042] As can be seen from FIG. 1, the rigid axle 100 also has a plurality of attachment points 150 that can be used for fixing the axle body 110 to a vehicle frame. The type of connections and the position of the rigid axle 100 in its installed condition on a vehicle are shown, as examples, in FIGS. 3 to 5. Therein, the vehicle frame is indicated by two longitudinal support members arranged parallel to one another and the vehicle frame or longitudinal supports are indexed 400. Further, therein as an example, on one of the wheel carriers 120 or 120′, namely on the wheel carrier 120′, a vehicle wheel 300 is shown. For example, the vehicle wheel 300 is a standard wheel for a truck in the form of a double wheel with twin tires. FIG. 3 shows the rigid axle 100 in the installed condition on the vehicle frame 400 as viewed from above. FIG. 4 shows the rigid axle 100 in the installed condition as viewed from the front. FIG. 5 shows the rigid axle 100 in the installed condition as viewed from the side, looking in the direction of the longitudinal axis 200 of the rigid axle 100.

[0043] As can be seen from FIGS. 3 to 5, the attachment points 150 can comprise a plurality of air-spring carriers 151, 151′, 152, 152′, on which air springs 400 or 440′ rest (FIG. 3) and on which the vehicle frame 400 is supported. The attachment points 150 can also have one or more control arm fixing points 153, to which control arms 460 or 460′ of a wishbone control arm are attached (FIG. 3). In addition, shock-absorbers 420, 420′ can be fitted on the rigid axle 100, which form part of the attachment points 150. The attachment points 150 enable the rigid axle 100, in the installed condition, to be attached in a predetermined position on a motor vehicle, in particular on the vehicle frame 400.

[0044] FIGS. 6 and 7 show an example of the rigid axle 100 in the installed condition seen in FIGS. 3 to 5, wherein in this case the housing component 50 or 50′ is omitted so that from the respective side views shown, the position of the transmission elements of the offset transmission 140 can be seen as an example. FIG. 6 shows the rigid axle 100 in the installed position. However, the vehicle frame 400 has been omitted. FIG. 7 shows a schematic representation of the structure of the rigid axle 100, viewed from the side, and in the figure the vehicle frame 400 is at least indicated.

[0045] As can be seen from FIGS. 6 and 7, by means of the attachment points 150 the axle body 110 is to be fixed to the vehicle frame 400 in such manner that as viewed in a cross-section of the rigid axle 100, the axle body 110 faces toward the vehicle frame 400 at an upper end 112, and an axis of the axle body 110 forms the vertical axis 113 extending in the direction toward the upper end 112, which axis intersects with the associated wheel axis 121 or 121′. Furthermore, as viewed in the cross-section of the rigid axle 100, the motor shafts 131 or 131′ of the respective electric motors 130, 130′ and the wheel axes 121, 121′ offset from them form, in each case, an intersection point 22 or 24 on an offset line 20. It is now provided that as viewed in the cross-section of the rigid axle 100, the offset line 20 and the vertical axis 113 extend at an angle a relative to one another, whose vertex is at the intersection point 22 of the wheel axis 121 or 121′ and the offset line 20, where the size of the angle a has a value between 1 degree and 90 degrees, in particular between 30 and 40 degrees, for example approximately 35 degrees.

[0046] As can be seen in particular from FIGS. 6 and 7, the offset transmission 140 or 140′ can be orientated so that as viewed in the cross-section of the rigid axle 100, in each case the wheel axis 121, 121′ is offset relative to the associated motor shaft 131 or 131′ upward in the direction toward the upper end 112 of the axle body 110 and the associated motor shaft 131, 131′ is offset relative to the wheel axis 121, 121′ sideways, i.e. there is, as it were, a diagonal offset in which the offset line 20 extends diagonally or obliquely. In FIG. 7, as an example, the structural advantage of such a diagonal offset is indicated. In the figure, the broken line 600 shows the position of the housing 40 and the broken line 620 shows the position of the actuator housing 520 with a vertical offset with which the offset line 20 lies on the vertical axis 113. Thanks to the vertical offset, the respective motor shaft 131 or 131′ is displaced sideways away from the vertical axis 113.

[0047] This results is a larger ground clearance, i.e. an increase of the distance between the underside of the rigid axle 100 relative to an underlying surface on which the vehicle is standing, as indicated for example by the distance X. At the same time there is an increase of the compression travel provided by the rigid axle 100, which is indicated as an example by the distance Y. Moreover, by virtue of the diagonal offset relative to the vertical offset the actuator device 510 or 510′ of the wheel brake 500 or 500′, in particular the actuator housing 520 or 520′, is brought to a position offset downward which, for example, relative to a horizontal line 44 perpendicular to the vertical axis 113 and intersecting with the wheel axis 121 or 121′, is positioned at an angle b. The angle b can be chosen of a size such that the outer circumference of the actuator housing 520 or 520′ is positioned under a tangent 42 to the housing component 40 or 40′ that extends perpendicularly to the vertical axis 113, in particular under or on the horizontal line 44.

[0048] The limit values themselves mentioned in the present description for the ranges, are in particular included in the range concerned. Also, the ranges mentioned include any individual value contained therein.

[0049] In the present description, reference to a particular aspect or a particular embodiment or a particular design feature, means that a particular characteristic or a particular property which is described in combination with the aspect, embodiment or design feature concerned, is at least contained therein, but does not necessarily have to be present in every aspect, embodiment or design feature of the invention. It is expressly stated that any combination of the various characteristics and/or structures and/or properties which are described in relation to the invention are covered by the invention, unless this is expressly or clearly negated by the context.

[0050] The use of individual or all the examples or an exemplary expression in the text should only shed light on the invention and does not constitute any limitation regarding the scope of the invention, unless otherwise stated. Furthermore, no expression or formulation in the description is to be understood as an element which is not being claimed but which is essential for the practical realization of the invention.

INDEXES

[0051] 1, 1′ Drive input shaft [0052] 2, 2′ Drive output shaft [0053] 3, 3′ Rotation axis [0054] 4, 4′ Rotation axis [0055] 10, 10′ Gearset [0056] 10.1, 10.1′ Main gearwheel [0057] 10.2, 10.2′ Intermediate wheel [0058] 10.3, 10.3′ Intermediate wheel [0059] 10.4, 10.4′ Ring gear [0060] 20 Offset line [0061] 22 Intersection point [0062] 24 Intersection point [0063] 40, 40′ Housing component [0064] 42 Tangent [0065] 44 Horizontal line [0066] 50, 50′ Housing component [0067] 100 Rigid axle [0068] 110 Axle body [0069] 111, 111′ Longitudinal end [0070] 112 Upper end [0071] 113 Vertical axis [0072] 120, 120′ Wheel carrier [0073] 121, 121′ Wheel axis [0074] 130, 130′ Electric motor [0075] 131, 131′ Motor shaft [0076] 140, 140′ Offset transmission [0077] 150 Attachment point [0078] 151, 151′ Air-spring support [0079] 152, 152′ Air-spring support [0080] 153 Control arm fastening [0081] 160, 160′ Countershaft transmission [0082] 170 Center [0083] 200 Longitudinal axis [0084] 220 Transverse axis [0085] 300 Vehicle wheel [0086] 400 Vehicle frame [0087] 420, 420′ Shock-absorber [0088] 440, 440′ Air spring [0089] 460, 460′ Control arm [0090] 500, 500′ Wheel brake [0091] 510, 510′ Actuator device [0092] 520, 520′ Actuator housing [0093] 530, 530′ Brake caliper [0094] 540, 540′ Brake disk [0095] 550 Central axis [0096] 600 Broken line [0097] 620 Broken line [0098] a Angle [0099] b Angle [0100] x Distance [0101] y Distance