AU2019228329B2

AU2019228329B2 - Longitudinal member and chassis for a road vehicle

Info

Publication number: AU2019228329B2
Application number: AU2019228329A
Authority: AU
Inventors: Volker Eckle; Michaela Pfau; Harald Spiegler; Stefan Uhl; Maximilian Zimmermann
Original assignee: Alois Kober GmbH
Current assignee: Alois Kober GmbH
Priority date: 2018-03-01
Filing date: 2019-02-27
Publication date: 2021-11-18
Anticipated expiration: 2039-02-27
Also published as: WO2019166484A1; EP3759009B1; AU2019228329A1; EP3759009A1

Abstract

The invention relates to a longitudinal member for a chassis (2) of a road vehicle (1), wherein the longitudinal member (8) is designed as a drawbar shaft of a preferably rigid, V-shaped drawbar (4). The cross-sectionally profiled longitudinal member (8) has an upright thin-walled support wall (31) which runs in the longitudinal direction of the member and has a transversely directed support wall (32, 33) arranged on the upper and/or lower longitudinal edge thereof, wherein the upright support wall (31) has a plurality of wall openings (34, 35) and wall webs (36, 37) arranged in between. The upright support wall (31) has a lattice structure (10) with wall openings (34, 35) and with narrow wall webs (36, 37) between the wall openings (34, 35), wherein at least some wall webs (36, 37) are inclined obliquely with respect to the longitudinal direction of the member and in different directions.

Description

DESCRIPTION

Longitudinal member and chassis for a road vehicle

The invention relates to a longitudinal member and a chassis for a road vehicle.

A longitudinal member of this kind and a chassis of this kind are known from DE 27 02 243 C2. The longitudinal members, which are formed from folded sheet metal profiles, are provided in each upright support wall with scattered slot-like wall openings, leaving wide wall webs between them.

Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present disclosure as it existed before the priority date of each of the appended claims.

Throughout this specification the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

Embodiments of the chassis technology disclosed herein, that is, the longitudinal member, the chassis and vehicle fitted with said member, the attachment fittings and the method have various advantages.

In one aspect of the present disclosure, there is provided a longitudinal member for a chassis of a road vehicle, wherein the longitudinal member is provided in form of a drawbar shaft with a preferably rigid, V-shaped drawbar, and the longitudinal member is formed from a thin-walled, folded support profile, in particular a steel sheet metal profile, the cross-sectionally profiled longitudinal member is provided with a single, upright, thin-walled support wall that extends in longitudinal direction of the member, wherein said support wall is provided at its upper and/or lower longitudinal edge with a transverse oriented support wall, wherein the upright support wall is provided with multiple wall openings and wall webs disposed in between, wherein the upright support wall is provided with a lattice structure with wall openings and with narrow wall webs between the wall openings, wherein at least some wall webs are inclined obliquely with respect to the longitudinal direction of the member and are inclined in different directions, wherein the longitudinal member, which is shaped as a drawbar shaft, is designed and formed for a direct or an indirect connection with a longitudinal member formed as a chassis strut, wherein the connection is preferably adjustable.

In another aspect of the present disclosure, there is provided a chassis for a road vehicle, wherein the chassis is provided with a drawbar with a longitudinal member and a unibody chassis with a longitudinal member and at least one axle, wherein the longitudinal member of the drawbar is implemented according to an embodiment of the present disclosure

In yet another aspect, there is provided a road vehicle comprising a chassis and a vehicle body, wherein the chassis is constructed according to an embodiment of the present disclosure.

The design of the longitudinal members with a lattice structure, which has wall openings with narrow webs located in between, provides a weight reduction of the longitudinal member whilst retaining the required strength of said longitudinal member. As a result of said weight savings, the overall weight of the vehicle may be reduced and/or the weight of the body or the load capacity respectively may be increased. A reduction in weight of the longitudinal member and of the chassis fitted with said member may also have a positive effect on road performance. Further advantages are also the material and cost savings. The lattice structure is provided in the preferably upright wall of the longitudinal member that extends in longitudinal direction of the member. The lattice structure extends along most of the length of the longitudinal member.

The longitudinal member is used in a drawbar. The longitudinal member may also be used in a unibody chassis or in a body-on-frame chassis. From here on said longitudinal members will be called drawbar shaft and chassis strut.

In some embodiments, the present disclosure relates to a longitudinal member per se for a chassis of a road vehicle, as well as for a chassis and a road vehicle comprising such a longitudinal member, wherein the cross-sectionally profiled longitudinal member is comprised of a single, upright, thin-walled support wall that extends in longitudinal direction of the member, wherein said support wall is provided with a transverse-oriented support wall at its upper and/or lower longitudinal edge. The upright support wall is provided with a lattice structure comprising multiple wall openings with narrow wall webs in between, wherein at least some of the wall webs are, with respect to the longitudinal direction of the member, obliquely inclined in different directions. These embodiments may also relate to further configurations of such a longitudinal member with the following respective characteristics, in particular with reference to the lattice structure.

Compared to previously known designs, the longitudinal member for a unibody construction may be reduced in length in a weight-saving manner. The member sections in longitudinal direction in front and behind an axle mount may, for example, have a length ratio of 1/3 : 2/3 or 1/4 : 3/4 in relation to the overall length of the longitudinal member or chassis strut.

A chassis for a trailer may be constructed from a drawbar and a unibody chassis. A unibody chassis functioning as a body-on-frame chassis may also be used for a motor vehicle for connection to a motorised drawbar head. The unibody chassis accepts at least one axle. It may be short in terms of length and may end at a greater distance from the rear of vehicle in a weight-saving manner, in particular with a rigid, self-supporting vehicle body.

The drawbar and the unibody chassis may be constructed in modular form. They may vary in size and shape and, utilising all its variations, may form a modular system for the manufacture of different chassis designs. Using relatively few drawbar and chassis modules it is possible to produce a plurality of different chassis to meet he various specifications of different vehicle manufacturers. The specifications may, for example, include different vehicle and body lengths as well as vehicle widths, different vehicle weights, different axle arrangements etc.

The longitudinal members may be attached directly to a floor of the vehicle body or the vehicle. This may make direct contact. This saves on weight and simplifies assembly. The body may also be able to absorb and transmit forces, in particular in longitudinal direction of the vehicle. The chassis may be designed without cross members, which also causes weight-savings.

In a trailer chassis with drawbar and unibody chassis, the longitudinal members of the preferably V-shaped, rigid drawbar and the parallel longitudinal members with the axle attached to the unibody chassis may be connected in different ways to each other and to the floor of the body.

The longitudinal members of the drawbar and the longitudinal members of the unibody chassis may, in assembly position, be located at an axial distance on the vehicle or on the floor of the body. This may be a free distance wherein the floor transmits the longitudinal forces between drawbar and unibody chassis. In assembly position the drawbar and the unibody chassis, or its longitudinal members respectively, are not yet attached to the floor of the body. They also have no other connection to each other through any part of the chassis. Due to the lack of connection they may be placed at any desired free axial distance from each other. The free axial distance is adjustable and changeable. As soon as the desired axial distance has been determined, the drawbar and the unibody chassis, or the longitudinal members respectively, can be firmly attached to the floor, which is then able to transmit said longitudinal forces.

The free space or axial distance may, on the other hand, be bridged by a longitudinal connector, which connects the separated longitudinal members of drawbar and unibody chassis in longitudinal direction to each other. This is a so-called indirect connection of said longitudinal members or of the drawbar shaft and chassis struts respectively. In this instance the longitudinal connector is preferably arranged on the upright support walls of the axially connecting longitudinal members and is attached to the same. When using the indirect connection, said axial distance can also be adjusted and changed if required.

Said floor can therefore rest directly on the drawbar shafts and chassis struts and be attached thereto.

Moreover, the drawbar and the unibody chassis may be installed and attached separately from each other on the vehicle or on the vehicle body.

This configuration and arrangement of the longitudinal members, or the drawbar shafts and chassis struts respectively, at an axial distance and without connection or with an indirect connection has an independent inventive significance. It may also be used on other longitudinal members without the lattice structure. The independently inventive configuration and arrangement relates also to these other longitudinal members of the chassis of road vehicles as well as to said chassis and said road vehicles.

In another variation it is possible to attach the longitudinal members of the drawbar directly to the longitudinal members of the unibody chassis. The connection may either be detachable, in particular bolted, or permanent, for example welded or adhesively joined. An integral and single-piece design as a continuous longitudinal member without connection point is also possible. When using a longitudinal connector or a direct connection, or the integral formation of the longitudinal members of drawbar and unibody chassis respectively, the load on the floor of the body can be relieved.

The length of the chassis may be varied, for example, through different longitudinal connectors, or through their variable connection with ends of the members, or through a longitudinally variable direct connection of said longitudinal members. Variable are also the widths of the chassis, the drawbar lengths, the drawbar angles etc. By using different longitudinal connectors it is possible to further increase the variable width of the modular system.

Embodiments of the present disclosure without connection or with indirect connection of the longitudinal members, or the drawbar shafts and chassis struts respectively, can be particularly advantageous for this and provides a particularly broad adjustment range. This design may also be particularly advantageous for the modular system and its efficiency.

The available variability also provides advantages for the installation optimisation of varying body requirements, in particular for changeable locations of centres of gravity of the body. The drawbar load or resting force that acts upon the front end of the drawbar may change with the position of the centre of gravity. Its magnitude may be specified for registration reasons or similar.

To compensate for different locations of the centre of gravity, the position of the axle arrangement may be changed in longitudinal direction of the vehicle so as to maintain the drawbar load at the desired value. By using the chassis technology disclosed herein it is possible to achieve this compensation without carrying out complex computations of the actual, and the body-dependent varying, location of the centre of gravity. At the end of the assembly line the unibody chassis may be moved in axial direction on the vehicle floor, if required, until the measured drawbar load has reached the desired value.

Alternatively, or in addition to it, it is possible to shift the drawbar through changing the free drawbar length in longitudinal direction relative to the floor of the body. The shifting of drawbar and/or unibody chassis relative to the usually predetermined attachment locations on the floor of the vehicle or of the body may be achieved through a particular design of the attachment locations on the corresponding longitudinal members, in particular on their upper, transverse oriented support walls. The attachment locations may take the form, for example, of bore holes for through bolts already provided in the floor of the body. To facilitate the moveability, multiple attachment locations in a row may be provided under formation of a register. Alternatively they may be implemented in form of a slot in longitudinal direction.

A possible change in the relative position between drawbar and unibody chassis may, in the instance of a connection between them, be adjusted through different longitudinal connectors or through a variability of the connecting locations, in particular in form of a register. In the instance of a free distance between the longitudinal members of the drawbar and the unibody chassis an adjustment is not required.

In said lattice structure of the upright support wall, which comprises a plurality of wall openings with narrow wall webs located in between, at least some of said wall webs may be obliquely inclined with respect to the longitudinal direction of the member.

They may also be inclined in different directions, in particular in the direction towards the front end of the member as well as in the direction towards the rear end of the member. Due to the inclined orientation of the narrow wall webs, the forces and tensions applied to the respective longitudinal member can be optimally absorbed and transmitted. The wall webs may extend in particular along the force and stress routes. The lattice structure may have a truss-like shape. The lattice structure may be netlike. Some wall webs may cross each other and thus form web nodes.

The wall openings are preferably openings in the upright support wall. The wall openings may be of different shape and size. They may also have different orientations. Similar, for example essentially triangular wall openings may be oriented alternately in opposite direction. The proportion of the wall openings area may be equal to or greater than the proportion in wall web area.

In said lattice structure at least some of the wall openings are located one above the other, which at the same time partially overlap in longitudinal direction of the member. The narrow support web located in between has an inclined orientation. In an advantageous embodiment some wall openings have essentially a triangular shape and some wall openings have an essentially quadrangular shape. The wall openings may have straight and/or bent opening edges. The corner areas are rounded to withstand stresses.

Some wall openings, preferably all wall openings, are located at a distance from the lower edge of the upright support wall. This results in a solid lower edge section of the support wall below the wall openings. This is significant for the transfer of traction forces.

Some of the wall openings in the upright support wall may reach in height up to the upper edge of the upright support wall. They may also extend laterally into the upper, transverse oriented support wall. This makes it possible to form a lateral opening at the edge or at the transition between said upper, transverse oriented support wall and the upright support wall. The opening cross-section and thus the weight savings may be increased through this kind of design. However, it is also possible that all wall openings end at a distance below the upper edge of the upright support wall. This permits the formation of a solid edge section on the upright support wall between the wall openings and said upper edge.

The upper, transverse oriented support wall may be provided with a one-sided or a double-sided reduction in width in one or more locations along its longitudinal extension. This reduces the width of the wall on the left and/or on the right side. The attachment means for fixing to the floor of the body are preferably located in the full width sections of the upper, transverse oriented support wall. These may also be sections above a web node of the lattice structure. The upper, transverse oriented support wall transmits compression forces under the prevailing bending load. Said compression forces may be supported and absorbed by the attachment means on the floor of the body. The jointly load-bearing floor relieves the upper, transverse oriented support wall and thus permits weight-saving reductions in width.

The lattice structure may be subdivided into a plurality of sections or structural sections. They may have different structural shapes and may be disposed at different areas along the longitudinal members. The structural shapes may be adapted to the respective areas of the longitudinal members and their respective requirements, in particular to applied loads or attachments.

The structural subdivision may take the form of a plurality of primary sections and, if necessary, one or more secondary sections. For example, a length adjustment of the lattice structure to different member lengths can be achieved using one or more secondary sections. In a longitudinal member, for example a drawbar, it is possible, for example, to always use the same primary sections, preferably with the same design and orientation, wherein one or more secondary sections may be disposed in between for length adaptation. The ends of the longitudinal member are preferably provided with a primary section each. A support shaft may also be provided with a structural subdivision of the lattice structure. A primary section may be disposed in the attachment zone of the axle(s), and at least one secondary section may be disposed in front and/or behind the primary section.

Different advantages result from the subdivision of the lattice structure. For one, the behaviour, in particular the load behaviour, of the variable length longitudinal member is uniform in the different chassis variations. There are also advantages in production technology due to standardisation and reutilisation of production tools. Despite the use of a modular system and a broad product range, the expenses for tools can be reduced and production costs minimised.

The longitudinal members of drawbar and/or unibody chassis may be variable in height in longitudinal extension. Particularly at the front and rear end, the height may be less than in the middle section. The ends of the members facing each other may be substantially reduced in height, preferably from the bottom up, so that they are provided with a narrow, strap-like shape with preferably parallel upper and lower edges. This is advantageous for a direct connection of the longitudinal members.

One end of a longitudinal member, in particular one end of a drawbar shaft, may be provided with an oblique angulation or a so-called offset. This may be used for angle adaptation and/or for length adjustment of the V-shaped drawbar relative to the unibody chassis. It also proves advantageous for the mutual abutment and fastening of drawbar shaft and chassis strut. The offset may be provided with one or more connecting elements, in particular a register of connecting elements. The offset is folded out laterally from the main plane of the member and aimed towards the inner space of the chassis. In particular, the offset may be arranged at a strap-shaped member end.

Alternatively, the offset may be arranged on a longitudinal connector. The location of the offset on the longitudinal connector may vary, in particular in its longitudinal direction. Thus the offset may be arranged, for example, closer to the front end and pointing to the drawbar, or closer to rear end and pointing to the axle. Moreover, the offset angle or bending angle may vary. Also the length of the longitudinal connectors is variable.

Due to different longitudinal connectors it is possible to manufacture a plurality of different chassis designs at minimal expense. The plurality of variations is also possible with distancing or a direct connection of drawbar shaft and chassis struts. The chassis designs may vary, for example, in chassis width, chassis length or in drawbar angle. In addition or alternatively, the lengths of the longitudinal members, in particular the drawbar shafts, may vary, which also increases the plurality of variations of chassis designs.

With some embodiments of the present disclosure, it is possible to manufacture a great number of different chassis designs at minimal expense. Using variable components and, where necessary, non-variable components, a broad modular system may be created. This is advantageous but not absolutely necessary.

A variation of chassis designs can also be achieved at minimal expense by using the same longitudinal members, in particular drawbar shafts and chassis struts, and through different mutual allocations, in particular different attachment locations on the vehicle floor or the floor of the body. It is possible, for example, to change the distance of the longitudinal members, which are mounted separately from each other and without connection, in longitudinal and transverse direction, and thus realise varying lengths and/or widths of the chassis.

Further variation options are provided by the changeable design of the modular longitudinal members, in particular the drawbar shafts and the chassis struts, and the possible arrangement of longitudinal connectors, which can also vary greatly, for example in length or in their straight or bent form.

The employment of variable longitudinal connectors already opens up a large variety of chassis designs. In this instance the longitudinal members, in particular the drawbar shafts and chassis struts, may be non-variable components, which minimises the expense. The longitudinal connectors are cost-effective components that can be varied without great expense and which require little warehouse space.

Available as asjustable variables for the variable widths of the chassis are essentially the longitudinal members per se, in particular the drawbar shafts and the chassis struts, their mutual allocation with or without connecting options and the longitudinal connectors that may be available.

The longitudinal members of drawbar and/or unibody chassis are provided with an upper edge with a straight longitudinal extension. They may be provided with a lower edge with a straight or a curved longitudinal extension. The curve is directed downwards through a local increase in member height and has preferably a round shape.

The longitudinal members may be implemented as a thin-walled and folded or bent support profile. The support profile is preferably formed as an open profile with a, for example, U-shaped or C-shaped cross-sectional geometry. The longitudinal members of drawbar and/or unibody chassis may consist of the same material with the same wall thickness. Alternatively, the wall thickness and/or material may differ. The longitudinal members are preferably made from metal, in particular from steel.

Said longitudinal member is in this instance provided in form of a sheet metal profile. Other materials, in particular also composite materials, are an alternative. Moreover, a support profile may also be formed through joining, e.g., welding, of upright and horizontal wall parts.

The transverse oriented support wall, in particular the upper, transverse oriented support wall, may be provided at least in sections of its free edge with a downward pointing flange. This flange increases the rigidity. It may have a constant or variable width or downward extension over its length.

The longitudinal member of the drawbar and/or the unibiody chassis may be formed as a single piece. This is of advantage for loading and weight reasons. Alternatively it may be formed from multiple sections.

The upright support wall of a longitudinal member may be provided with one or multiple reinforcing zones. Such a reinforcing zone may be formed by a wall web that is widened in longitudinal direction of the member. Alternatively or in addition, said reinforcing may be achieved through an additionally installed reinforcing component. Said component may, for example, be plate-shaped. It may be attached to the upright support wall by any suitable means, for example through welding, bolting or similar. The reinforcing zone may be provided with an interface for an attachment component. The interface may be variable and may be provided with a register for attachment means for mounting the attachment component.

An attachment component may take any suitable form. It may, for example, take the form of an angled support fitting for the body. Such a support fitting is preferably mounted to at least one drawbar shaft and is connected, for example, to the front section of the floor or the body respectively. Due to the register, a variety of free drawbar lengths are achievable.

Alternatively or in addition, a support fitting for connection to the body, in particular to the floor of the body, may be disposed at the rear end of a drawbar shaft. This may reinforce and support an adjacent connection point to the chassis strut. A cross-brace may not be necessary due to the reinforcing.

Another attachment component may be a shock absorber, a level controller or similar, wherein the reinforcing may, for example, be located at a chassis strut in the vicinity of the axle mount. An attachment may also be a lifting support, a jacking point, a tank, a container or a support for a heating unit, a spare wheel or similar.

The upright support wall of a longitudinal member may at one end of the member be provided with a series of interlocking joining means, which are aligned in a row in longitudinal direction of the member. This is preferably provided in a single row. The arrangement in a row facilitates the formation of a register and an adjustment option in longitudinal direction. The serially arranged joining means may in particular be disposed at a strap-shaped, narrowed end of the member.

The joining means may take any suitable form. In particular they may consist of pan shaped, circular or elongated wall deformations. Using the joining means, the member ends of the longitudinal members of the drawbar and of the unibody chassis may be connected directly through interlocking and bolting.

Alternatively, said longitudinal members may be connected to the respective end of an intermediary member. The longitudinal connector or intermediary member is provided with corresponding joining means, which may be present in the same or in a similar serial arrangement. The adjustability of the joint in longitudinal direction of the chassis and of the longitudinal members is made possible through the serial arrangement and the formation of a register. This permits the formation of varying chassis lengths or free drawbar lengths.

At the upper, transverse-oriented support wall of a longitudinal member, one or more fasteners may be disposed for a direct connection with a vehicle body, in particular with its floor. On a longitudinal member, a plurality of fasteners may be arranged spaced out or in groups in longitudinal direction of the member, thus forming a register for different axial attachment positions on a vehicle body, in particular on its floor. Alternatively, the previously described formation of a fastener in form of a slot is possible.

If required, a manoeuvring drive may be disposed on the chassis. Said manoeuvring drive may comprise multiple drive units, which act on one or more of the wheels on the left and right side. In one embodiment a drive unit is arranged on an axle. In particular, said drive unit may be arranged with its motor in or on the axle body and centrally drive the assigned vehicle wheel via a drive train, in particular a gear train. The axle may be implemented as a steering axle with a wheel swing arm, wherein the drive train extends along the wheel swing arm, in particular in the internal space of its housing. The wheel hub may be arranged on a central drive shaft and may be driven via the drive train. A manoeuvring drive of this kind may be implemented, for example, according to DE 10 2017 104 747 Al.

In a different embodiment, a drive unit may be installed outside on the chassis, in particular on the upright support wall of the chassis struts, wherein, if applicable, a stabilising cross brace is disposed between the chassis struts, where it is attached with its ends to the inside. The manoeuvring drive may be disposed in front or behind the associated axle.

The chassis strut may be provided on the upright support wall with a reinforcing zone in front and/or behind the axle(s). A defined interface for the attachment of the manoeuvring drive may be provided in the reinforcing zone. Other attachment components may also be mounted there.

Alternatively or in addition, an attachment fitting may be provided to attach the drive unit. Said attachment fitting is advantageous for a delicate lattice structure of the upright support wall, which has only a limited capacity for absorbing transverse forces.

An attachment fitting for an attachment component comprises a load absorbing means, which can be placed against the upright support wall and attached thereto, for example by way of clamping. The load absorbing means may be provided with a matched, moulded seat that attaches to and interlocks with the lattice structure, wherein said moulded seat is able to support forces that act on the longitudinal member in the member's longitudinal direction. The load absorbing means may also be attached to and supported on at least one transverse oriented support wall, in particular on the upper support wall, using the fastener located there. The transverse forces may be absorbed jointly by the longitudinal member and the floor of the body.

It is also possible to fasten attachment components by means of an adapter to a longitudinal member, in particular to a chassis strut. The adapter itself may, for example, be fastened to a reinforcing zone of a longitudinal member by means of a customised interface, if appropriate.

The longitudinal member and the chassis made from it may have the following advantageous embodiment characteristics, which may be used individually or together in any combination.

The wall openings of the lattice structure may differ in shape and size.

Some, preferably all, wall openings of the lattice structure may be located at a distance from the lower edge of the upright support wall.

Some wall openings of the lattice structure may extend in height up to the upper edge of the upright support wall and laterally into the upper, transverse oriented support wall. The wall openings may also end at a distance below said upper edge and thus form a solid upper edge section. Said edge section may have a stiffening effect.

Some wall webs of the lattice structure formed between wall openings may cross each other at web nodes.

At least some wall webs formed between wall openings may be inclined towards the front end of the member, and at least some other wall webs may be inclined towards the rear end of the member.

An interface at a reinforcing zone of a longitudinal member may be disposed once or multiple times, in particular in form of a register.

One or more fasteners may be arranged at the upper, transverse oriented support wall of a longitudinal member for a direct connection with a vehicle body.

A plurality of fasteners may be arranged for a direct connection with a vehicle body, spaced out or in groups in longitudinal direction of the member, forming a register for different axial attachment positions on a vehicle body. Alternatively or in addition, a fastener may be provided in form of a slot.

The longitudinal member may take the form of a drawbar shaft of a drawbar or a chassis strut of a unibody chassis.

In the instance where the longitudinal member takes the form of a drawbar shaft, a reinforcing zone may be arranged at a support location on its upright support wall for a front edge section of a vehicle body.

In the instance where the longitudinal member takes the form of a chassis strut, a reinforcing zone may be arranged on its upright support wall in the vicinity of an axle mount, in particular in front and/or behind the axle mount or the vehicle axle respectively.

One or more attachment components may be arranged in the reinforcing zone and, if appropriate, at an interface of a longitudinal member that is located there, which takes the form of a chassis strut. An attachment component may, for example, be a shock absorber, a manoeuvring drive, in particular its drive unit, a container, a spare wheel bracket, a jacking point, a lifting support or similar.

A drive unit of a manoeuvring drive may be arranged and supported on the axle or on an upright support wall of a longitudinal member.

In a variation of the chassis with a drawbar, the longitudinal members of the drawbar and the longitudinal members of the unibody chassis may be at a distance from each other in longitudinal or driving direction, that is, they are not connected to each other by a chassis in the said manner. In a different embodiment the longitudinal members of the drawbar and the longitudinal members of the unibody chassis may be connected to each other, adjustably in longitudinal or driving direction, directly or indirectly by means of a longitudinal connector.

The longitudinal connector may be provided straight or bent, in particular with an offset, as well as having a recess or indentation, if appropriate.

An attachment fitting for an attachment component may be arranged on a longitudinal member, wherein said attachment fitting reinforces its upright support wall and is supported by and attached to a transverse oriented support wall.

A longitudinal member may be provided with an upper edge with a straight longitudinal extension and a lower edge with a straight or curved longitudinal extension.

A transverse oriented support wall of a longitudinal member, in particular the upper transverse oriented support wall may, at least in sections, be provided at its free longitudinal edge with a downwards oriented flange.

A transverse oriented support wall of a longitudinal member, in particular the upper transverse oriented support wall may, at least in sections, be provided with a reduction in width on one or on both sides.

The unibody chassis may be implemented as body-on-frame construction for a motorised drawbar head of a motor vehicle.

The chassis may be provided with a drawbar that is connected to the unibody chassis.

The vehicle body of a road vehicle may be connected directly to and be in contact with the longitudinal members.

The invention is depicted in the drawings in an exemplary and schematic manner. Shown are in:

Fig. 1: A trailer comprising a chassis with drawbar, a unibody chassis and a longitudinal connector as well as longitudinal members in side elevation;

Fig. 2: a perspective plan view onto the chassis and the transparently depicted body of Figure 1, depicting a variation with and without longitudinal connector;

Fig. 3: a perspective view of longitudinal members of a drawbar and of a unibody chassis and multiple connecting options with direct connection or indirect connection by means of longitudinal connectors;

Fig. 4: a perspective view of a unibody chassis with an axle and longitudinal connectors;

Fig. 5: a plan view of the unibody chassis of Figure 4, depicting attachment options for a manoeuvring drive and a container;

Fig. 6: a truncated and enlarged side elevation of a longitudinal member with an attachment fitting;

Fig. 7: a perspective view of a longitudinal member for a unibody chassis;

Fig. 8: a truncated and enlarged detail view of the front end of the longitudinal member of Figure 7;

Fig. 9: a longitudinal member of a drawbar in perspective view;

Figs. 10 - 12: a lattice structure separated into multiple sections in different variations;

Figs. 13 - 16: a modular system with different chassis designs;

Fig. 17: a chassis variation in perspective view;

Fig. 18: an enlarged section of the chassis of Figure 17;

Fig. 19: a modified longitudinal connector;

Figs. 20 & 21: a further chassis variation in perspective view and in side elevation;

Fig. 22: an enlarged section of the drawbar of the chassis variation of Figure 20;

Fig. 23: an enlarged section of the unibody chassis of the chassis variation of Figure 20;

Figs. 24 & 25: the chassis variation of Figure 20 with attachment components in perspective view and in plan view;

Fig. 26: a modification of the attachment components of Fig. 24 in an enlarged section;

Fig. 27: a modular system of the chassis variation of Fig. 20;

Figs. 28 & 29: a structure arrangement on chassis struts;

Fig. 30: a further chassis variation with attachment components in perspective view, and

Fig. 31: a perspective inner view of the longitudinal members of Fig. 30.

The invention relates to a longitudinal member (8, 9) for a chassis (2). The invention relates, moreover, to the chassis (2) that is fitted with one or more longitudinal members (8, 9) as well as to a road vehicle (1) with such a chassis (2). The invention also relates to an attachment fitting (28) and a method for mounting a chassis (2) to a vehicle body (3), in particular to its floor. The invention also relates to a modular system (55) for the chassis (2).

Figure 1 depicts a vehicle comprising a chassis (2) and a vehicle body (3). The vehicle (1) is preferably a road vehicle, for example the depicted trailer. In a different variation (not shown), the road vehicle (1) may be a motor vehicle. The longitudinal direction or driving direction (45) is indicated by an arrow. Figures 17 to 19 show a variation of chassis (2).

The vehicle body (3) may be of any kind or size. Figure 1 depicts the body of a mobile home or caravan. Alternatively, it may be the vehicle body (3) of a utility vehicle, for example a platform body, a box-style body, a tanker body or similar.

The vehicle body (3) is provided with a floor that rests on chassis (2) and is attached to the same in a suitable manner by means of fasteners. The fasteners for the vehicle body (3) may be interlocking and may be provided in form of bolts, for example, whereby their heads may be attached in or on the floor of the body, for example through a laminating process. The threaded shafts of the bolts point vertically downward. The fasteners for the body are not depicted for reasons of clarity. Instead of bolts it is possible to provide any other kind of fastener, for example socket pins, nuts or similar.

To this end, suitable fasteners (14) are disposed on chassis (2). In the exemplary embodiments shown they are bore holes provided to accept the bolt shafts. The connection may be secured with nuts when assembling the road vehicle (1).

The chassis (2) is provided with multiple longitudinal members (8, 9). It is preferred not to use transverse members. They may be provided as an alternative.

In the depicted trailer (1) the chassis (2) is provided with a drawbar (4) at the front end and a unibody chassis (5) at the rear end with at least one axle (6). The axle in the embodiment shown is a single axle. Alternatively it is possible for the axle (6) to be provided in form of multiple axles such as tandem or triple axels or similar. The wheel of the vehicle is shown in Figure 1 in broken lines. The chassis (2) may also be provided with a braking device with wheel brakes.

The drawbar (4) is provided in form of a rigid and V-shaped drawbar. It is comprised of longitudinal members (8) arranged obliquely to each other, which are also called drawbar shafts. At the front end the drawbar (4) is provided with a coupling device (7) comprising a vehicle coupling and, if appropriate, components of a brake system, in particular an overrun device, a manual brake lever or similar. The front edge of the vehicle body (3) and, if appropriate, also a subsequent body section is supported by and attached to the drawbar (4). To this end support fittings (24, 24') are provided, which are described below. Further components may be arranged on and mounted to drawbar (4), for example a jockey wheel, a drawbar cover, a bracket for gas cylinders or similar.

According to Figure 2 the unibody chassis (5) is provided with two parallel longitudinal members (9), also called chassis struts. By means of an axle mount (42) the longitudinal members (9) support a single or multiple axles.

The longitudinal members (8, 9) are provided at the top with a flat surface on which the floor of the body rests and to which it is attached to in the assembled state.

The longitudinal members (8, 9) of drawbar (4) and/or of unibody chassis (5) have a profiled cross-sectional shape, which is apparent from, for example, Figures 3 and 8. In longitudinal extension of the member they are provided with an upright, thin-walled, single support wall (31) and with a transverse-directed support wall (32, 33) at its upper and/or lower longitudinal edge. The directional terms upright and transverse relate to the operating and installation position of the longitudinal members (8, 9) on the chassis (2) or on the vehicle (1) respectively.

The longitudinal members have at least in sections a U-shaped profile. At least one transverse-directed support wall (32, 33), in particular the upper support wall (32), may at least in sections be provided with a downward-directed flange (43) at its free edge. Figures 8 and 9 make this design apparent. The flange (43) may be provided along its length with a constant or variable width or extension downwards. In the depicted embodiments the one or more transverse-directed support walls (32, 33) extend from their upright support wall (31) always to the inside of the chassis (2).

The longitudinal members (8, 9) are preferably produced in a single piece. As support profiles they may be manufactured from any suitable material, in particular from metal, preferably steel. They may be implemented in particular as punched and folded components. They may also be implemented as folded, laser-cut components, in particular sheet metal. The support walls (31, 32, 33) may be connected to each other as a single component, wherein the respective transverse-directed support wall (32, 33) and flange (43) are formed through folding or bending the upright support wall (31). The materials and/or wall thicknesses of the longitudinal members (8, 9) may be the same or different.

The longitudinal members (8, 9) have a variable height when viewed in longitudinal direction. The height of the member is smaller at the front and rear sections than in the middle section. At the front and/or rear end of the member, the lower, transverse- directed support wall (33) may be shortened, forming a recessed area (22). The drawbar shaft (8) may be provided at the rear end of the member with an offset (19) that is folded out from the upright support wall plane. In this instance the end of the member is bent over laterally. The bending angle a shown in Figure 2 may, for example, be between 10° and 20°. An angle between 13° and 17° is advantageous. The offset (19) is directed preferably towards the inside of the chassis (2).

The longitudinal members (8, 9) have an upper edge with a straight longitudinal extension and a lower edge with a preferably straight longitudinal extension. Depicted in Figure 1 is an alternative shown in a broken line, in which a longitudinal member, in particular a drawbar shaft (8), may have at the lower edge a downward-curved central section in longitudinal direction, which locally increases the height of the support.

The upright support wall (31) of the longitudinal members (8, 9) is provided with a lattice structure (10) with a plurality of wall openings (34, 35) and with narrow wall webs (36, 37) between the wall openings (34, 35). The wall openings (34, 35) are open passages in the support wall (31). The support wall (31) is provided with said lattice structure (10) over almost its entire length, at least over the major part of its length.

The wall openings (34, 35) are of different shape and size. In a different variation, form and size of the wall openings (34, 35) may be the same, for example by forming a honeycomb-like lattice structure. The arrangement and shape of the wall openings (35) at the front end of the drawbar shafts (8) may, for example, extend along the length of the drawbar shafts (8). It may also be present in the same or corresponding manner on the chassis struts (9).

In the embodiments shown, some wall openings (35) have an essentially triangular shape. Some other wall openings (34) may have a different shape, for example an essentially quadrangular or pentagonal shape. The edges of the openings may extend straight or be folded over. The corner areas are rounded.

The orientation to each other of the same types of wall openings (35, 34) may vary. Opposite-oriented triangular wall openings (35) are arranged alternatingly at the front end section of the drawbar shafts (8).

In the depicted lattice structure (10) the proportion of the area of the wall openings (34, 35) is equal to or greater than the proportion of the area of the wall webs (36, 37). The longitudinal members (8, 9) are therefore particularly light in construction.

In the embodiments shown at least some wall openings (34, 35) are disposed one above the other in vertical direction. In this instance they partially overlap in longitudinal direction of the member.

At least some wall webs (36, 37) are inclined obliquely with respect to the longitudinal direction of the member. Their inclination points in different directions. At least some wall webs (37) are inclined towards the respective front end of its longitudinal member (8, 9). At least some other wall webs (36) are inclined towards the respective rear end of the member. The designation front/rear relates to the longitudinal direction or driving direction (45) of the vehicle (1) or to the front and rear end of the vehicle (1) indicated in Figure 1 with an arrow.

Some wall webs (36, 37) cross each other and thereby form a web node (38). In these locations the supporting surface of the upright support wall (31) is increased.

Each of the wall openings (34, 35) is located at a distance from the lower edge of the upright support wall (31). This forms a solid lower edge section (40) of the upright support wall (31). The lower, transverse oriented support wall (33) extends from this edge. The wall openings (34, 35) may also be located at a distance from the upper edge of the upright support wall (31), which forms a solid upper edge section (39) of the upright support wall (31).

Some wall openings (34, 35) may extend in height vertically upwards to the upper edge of the upright support wall (31) and may also extend laterally into the upper, transverse oriented support wall (32). This causes the formation of a recess at the transition and at the edge of the support wall (33). This also forms a local, lateral tapering or reduction in width (41) at the upper, transvers oriented support wall (32). The tapering (41) results in a single-sided or double-sided reduction in wall width. Figure 8 depicts an example of such a formation. In the vicinity of a flange (43) the reduction in width (41) is single-sided. At the end of a member the flange (43) may not be required or it is recessed. This may form a double-sided reduction in width (41).

The attachment points (14) are arranged on the upper, transverse oriented support wall (32). They are located in widened wall sections. Said wall sections are located outside a reduction in width (41). They may be located above a web node (38).

The upright supporting wall (31) of a longitudinal member (8, 9) may be provided with one or more reinforcing zones (12) with a wall web that is widened in longitudinal direction of the member. One or more interfaces (13) for an attachment component (23) may be arranged in the reinforcing zone (12). In the reinforcing zone (12) the wall web may essentially be solid or unperforated.

For example, on a drawbar shaft (8) a reinforcing zone (12) is located in the central drawbar section, which in an assembled position is located in the front section of the vehicle body (3). The attachment component (23) in this instance, for example, is provided in form of an angled support fitting (24), which supports the floor of the body with a horizontal flange on one side or on both sides of the longitudinal member (8) and is attached thereto.

The interface (13) may be provided with one or multiple joining means (20) for mounting the attachment component (23), in particular the support fitting (24). These may be interlocking joining means, in particular pan-shaped, circular or elongated wall deformations. Said design is apparent from Figure 9. Alternatively it is possible to provide a joining means (20) as a simple opening in a non-deformed wall web section. A plurality of joining means (20) may be arranged in the reinforcing zone (12) in a row, one after the other, in longitudinal direction (45). They form a register (21) or grid pattern for the moveable mounting of an attachment component (23). This permits, for example, to axial movement of the front edge of the body and thus the changing of the free length of the drawbar.

The chassis strut (9) may also be provided with a reinforcing zone (12'). This may be located, for example, in the vicinity of the axle (6) and may also be provided with a single or with multiple interfaces (13). The attachment component (23) to be mounted here may, for example, be a shock absorber (25), a level controller, a lifting support or similar. A reinforcing zone (12', 12") on a longitudinal member (8, 9) may also be provided multiple times and in a different location.

The upright support wall (31) of a longitudinal member (8, 9) may be provided at one end of the member with a single row of interlocking joining means (20) of the kind described above, arranged in longitudinal direction of the member. This may also form a register (21). The joining means (20) may serve to provide a direct or indirect connection of longitudinal members (8, 9), in particular of drawbar shafts and chassis struts. In the instance of a drawbar shaft (8) the joining means (20) may, for example, be arranged at the offset (19).

As is apparent from Figures 1 to 3, the drawbar shafts (8) and the chassis struts (9) may be attached in different ways to the floor of the body. They may be attached to each other directly or indirectly in longitudinal direction (45). Nevertheless, it is also possible to omit such a connection.

Figure 2 depicts in the upper half of the diagram the latter variation, wherein the drawbar shafts (8) and the chassis struts (9) are separately attached to the floor of the body or of the vehicle at an axial distance to each other. In this instance there is no axial connection between the longitudinal members (8, 9). The free axial distance shown creates an open gap between the drawbar (4) and the unibody chassis (5) or between the drawbar shafts (8) and the chassis struts (9) respectively. The longitudinal forces are transferred via said floor.

In the lower half of the diagram, Figure 2 shows the variation with a direct or indirect axial connection of the drawbar shafts (8) and the chassis struts (9) by means of a longitudinal connector (11). Said connector is arranged on the upright support walls (31) of the drawbar shafts (8) and the chassis struts (9) and is firmly attached to them. The longitudinal connector (11) acts as intermediary member and transfers the traction and compression forces that act in longitudinal direction (45) during driving. This embodiment is also shown in Figure 1 and in the one variation of Figure 3.

The longitudinal connector (11) is produced, for example, as a straight profile and has itself a row of interlocking joining means (20), in particular pan-shaped, circular or elongated wall deformations. These correspond with the matching joining means (20) on the each other facing member ends of drawbar shaft (8) and chassis strut (9). In a different embodiment the offset (19) at the drawbar shaft (8) may be omitted, which then has a straight member end. Instead it is possible for the longitudinal connector (11) to be bent, in particular to have an offset (19'), to allow for the difference in angle to the longitudinal members (8, 9). Figures 17 to 19 depict this variation, which is described below.

The matching wall deformations of the joining means (20) engage with each other in an interlocking manner and may be fastened with a through bolt. As a result of the serial arrangement of the joining means (20), different connection points and distances between the longitudinal members (8, 9) are possible.

Figure 3 depicts in the other variation also the option of a direct connection of drawbar shaft (8) and chassis strut (9) by means of the interlocking joining means (20) located at the ends of the members. The offset (19) at the rear end of the drawbar shaft (8) may in this instance be placed laterally against the chassis strut (9). The recessed area (22) is of advantage for both variations of the direct and indirect connection.

In a modification of the depicted embodiment, the direct or indirect joining of the longitudinal members (8, 9) may also be achieved in a different manner than using the interlocking joining means (20). This is possible, for example, through a firmly bonded connection, in particular through welding or through adhesive bonding.

Figures 4 to 6 depict the attachment of an axle (6) and, if appropriate, other attachment components (23) on chassis (2), in particular on unibody chassis (5). The axle (6) may be provided in form of a single or multiple axles. It is preferably provided in form of a steering axle and comprises a preferably hollow axle body (16) with a wheel swing arm (18) that is pivotally attached to at least one end of the axle body (16). The wheel swing arm (18) supports at its free end a wheel hub and, if appropriate, a wheel brake. In the embodiment shown in Figure 5 the axle (6) is provided in form of a semi-trailing arm axle with an arrow-shaped axle body (16). Alternatively it may also be provided as a trailing arm axle with straight axle body (16), for example, as shown in Figure 30. The axle (6) may also be provided with a spring suspension (not shown), for example an axle-internal rubber or torsion rod spring, an external coil spring suspension or a pneumatic suspension or similar.

In the embodiment shown, the axle (6) may be provided as a continuous axle in which the axle carrier [sic] (16) extends across the entire width of the chassis and is provided with a wheel swing arm (18) at both ends. Alternatively, a design that uses a stub axle or full-floating axle with a shortened axle carrier [sic] (16) and an only one sided wheel swing arm (18) is possible.

The axle (6) is attached in a suitable manner by means of an axle carrier (15) to one or both chassis struts (9). The axle carrier (15) may, for example, be implemented as a support plate (17) at one or both ends of the axle body (16). The support plate (17) is fixed to an axle mount (42) of a longitudinal member (9). To this end the axle body (16) is inserted into a cut-out of the upright support wall (31) and the support plate (17) is attached to the support wall (31) in a suitable manner, for example with the said interlocking joining means (20). The axle (6) may also be attached to one or more chassis struts (9) by way of welding, for example.

To facilitate the arrangement of one or more attachment components (23), one or more attachment fittings (28) may be present and be installed on the inside or on the outside of the chassis (2), in particular on the unibody chassis (5).

An attachment component (23) may, for example, be a retrofitted manoeuvring drive (26). This consists of two or more drive units (27) that are disposed on both sides on the outside of the longitudinal members (9), which have a propelling effect on a vehicle wheel. To this end the drive units (27) are provided with a drive roller and a driving motor each to provide a rotating actuation that engages in a propelling manner with the tyre or the rim, as well as a feed drive to move and apply the drive roller, including the associated gear unit. A drive unit (27) of this kind may, for example, be arranged on the outside of a longitudinal member (9) and attached by means of an attachment fitting (28).

Another attachment component (23) may be, for example according to Figure 5, a container or support (44), for example a tank, a spare wheel attachment or similar. An attachment component (23) of this kind may be arranged, for example, on the inside of the chassis (2) between the longitudinal members (9). It may also be fastened by means of an attachment fitting (28) to one or both longitudinal members (9).

An attachment fitting (28) is depicted schematically in Figure 6. It consists of a load absorbing means (29), which rests against the upright support wall (31) and has a moulded seat (30), which matches the perforated, upright support wall (31), in particular its lattice structure, in an interlocking manner. The moulded seat (30) is provided and shaped so that it rests and is braced against the upright support wall (31).

The load absorbing means (29) may be formed, for example, from two plate or frame shaped mounting components, which are applied to and make contact with both sides of the upright support wall (31) and are joined together with bolts or similar. This allows the support wall (31) to be clamped from both sides. The mounting components may also be seated in an interlocking manner for reciprocal support.

The moulded seat (30) provides an interlocking attachment to the lattice structure (10), that is, to the wall webs (36, 37) and/or the wall openings (34, 35). The moulded seat (30) may be implemented, for example, by using pins, which engage with the support webs (36, 37), in particular in the corner section of the wall openings (34, 35), and which retain the lattice structure (10) in between in an interlocking manner using a corresponding pin arrangement. Alternatively or in addition the moulded seat (30) may, for example, take the form of an insert, which may be inserted into a wall opening (34, 35) in an interlocking and accurately fitting manner. The moulded seats (30) may be fastened to a mounting component of the load absorbing means (29) and engage with the other absorbing means in an interlocking manner.

The load absorbing means (29) may rest against a transverse oriented support wall (32, 33) and may also be attached to it. The load absorbing means (29) may, for example, be fastened with one or more fasteners (14) to the longitudinal member (9) and/or to the floor of the body, for example to a screw shank. Transverse forces and torque can be absorbed through this attachment.

The attachment fitting (28) is also provided with a suitable joining means (47) for support and for the permanent or detachable attachment of an attachment component (23). This joining means (47) may be provided with a defined interface, for example a certain arrangement of bolt holes, fastening pins or other joining components. Due to the interface it can be insured that only legally permitted attachment components (23) are installed.

Upon assembly of the road vehicle (1) the preassembled vehicle body (3) is attached to the chassis (2), in particular to the drawbar (4) and to the unibody chassis (5). The centre of gravity (46) of the body may be changed in longitudinal direction (45). Thus, at a given axle load the drawbar load at the coupling device (7) changes.

To adjust the desired drawbar load, the axle position and the distance between the coupling point of the coupling device (7) and the axle (6) may be changed in longitudinal direction (45). To this end the drawbar load is measured during assembly and, if required, the unibody chassis (5) is moved in longitudinal direction (45) and fastened in the desired position.

To achieve this, the fastening means (14) may be suitably adjustable, that is, they may be provided in form of a group of bore holes in a row in longitudinal direction (45), or in form of a slot in longitudinal direction or in any other suitable form. The adjustment of the distance between drawbar (4) and unibody chassis may be achieved, if required, via the register (21) of the joining means (20) between the directly connected drawbar shafts and chassis struts (8, 9) or between the longitudinal connector (11) and the attached drawbar shafts and chassis struts (8, 9).

Figures 10, 11 and 12 depict, in an exemplary manner, a longitudinal member (8, 9) varied in length, for example in form of the depicted drawbar shaft (8). The lattice structure (10) is arranged into multiple sections or structural sections (49-53). The sections (49-53) may have different structural shapes and may be arranged in different areas of the longitudinal member. The structural shapes are matched to the respective area of the longitudinal member and the respective requirements, in particular bending load, attachment components or such like.

The structure arrangement may be divided into multiple, for example three, primary sections (49, 50, 51) and, if appropriate, into one or more secondary sections (52, 53). The primary sections (49, 50, 51) may have different lattice structure forms between them. The primary sections (49, 50, 51) may, on the other hand, be uniform for all longitudinal member variations. It is possible to match the length of the lattice structure (10) to different lengths of the longitudinal member (8, 9) via the one or more, for example two, additional secondary sections (52, 53).

A longitudinal member (8, 9), for example the depicted drawbar shaft (8), may always have the same primary sections (49, 50, 51), preferably with the same design and in the same position. This is, for example, the section (49) located at the front end of the member pointing to the coupling device (7). This section may have the previously described, nested and relatively small triangular wall openings (35). The section (50) may be located in the central area of the member, which may have larger wall openings (34, 35) of different shapes in accordance with the kind described earlier. A reinforcing zone (12) with an interface (13) may also be present. Said reinforcing zone (12) is provided in form of a register (21) as a variation of the above-described exemplary embodiment, for example. A third section (51) may be arranged at the back end of the member, which points to the rear. In terms of area this design may also include large wall openings (34, 35) and, if appropriate, joining means (20) of the above-described kind, for example in form of a series arrangement or a register (21).

The longitudinal members (8, 9) shown in Figures 11 and 12 are provided with the same primary sections (49, 50, 51). The primary sections (49, 51) at the back end in particular have the same design and are arranged in the same location. The difference in length is achieved by a secondary section (53), which is arranged between the central and backend primary section (50, 51). The shape of the wall openings (34, 35) of the secondary section (53) may be adapted to the adjacent sections (50, 51).

A further secondary section (52) may be inserted between the front and central primary sections (49, 50) in the longest longitudinal member (8, 99) [sic] according to Figure 12. This secondary section (52) may have a wall opening design that is similar to the first primary section (49).

Figures 13 to 16 depict an embodiment of the chassis (2) as a modular system (55), which allows for the realisation of a great range of different chassis (2). The variable parts in this instance may be the longitudinal members (8, 9) and/or the longitudinal connectors (11). The chassis struts (9) are the same in the exemplary embodiments shown. Nevertheless, by using different drawbar shafts (8) and/or different longitudinal connectors (11) it is possible to vary the width and/or the length of the chassis (2). In addition to that, or alternatively, it is possible to vary the chassis struts (9).

As is apparent from Figure 13 and 14, which present a perspective view and a plan view, the longitudinal connectors (11) can vary with respect to the position of their offset (19') and to their offset or bending angle (a). Thus, with using the same drawbar shafts (8), different drawbar angles may result in different chassis widths, for example.

The longitudinal connector (11) may be varied in different ways. One option is to arrange the offset (19') either closer to the front end of the longitudinal connector (11) or closer to its back end, which points to the rear. By arranging the offset at the back end, a greater chassis width is created.

In addition or alternatively it is possible to vary the offset angle or bending angle (a), which is depicted in an exemplary manner in Figure 14. For example, the offset angle (a) may be approximately 130for the connection of the two inner chassis struts (9) with the inner drawbar shaft (8). When connecting the two outer chassis struts (9) to the outer drawbar shaft (8), the offset angle (a) may be approximately 15°, for example. Due to the changeable offset angle (a) both drawbar shafts (8) end at the same drawbar point at the front despite varying chassis widths. The size of the angle may vary from the stated values.

Figures 15 and 16 depict in perspective view and in plan view a variation in which the length of the drawbar shafts (8) is varied. In this instance the offset (19') may again be located closer to the front or to the rear end of the longitudinal connector (11). This causes a variation in distance between the chassis struts (9) and thereby a corresponding width of chassis. The offset angle (a) remains unchanged in this instance.

Figures 17 to 19 depict the variation of the chassis (2) referred to at the outset. It corresponds largely with the first exemplary embodiment described earlier.

Figures 17 to 19 show the spaced out arrangement of lifting supports (54), which may be attached directly to the floor (not shown) of the vehicle body (3), for example. They may be separated from the chassis (2) and arranged with spaces in between. The lifting supports (54) support the uncoupled trailer during standstill and allow for levelling of the trailer, which relieves the load on the axle (6). The lifting supports (54) may also be provided with the first exemplary embodiment.

Differences may, for example, be in the design of the drawbar shafts (8), which may be provided with a longer reinforcing zone (12). The interface (13) in this location may be provided multiple times in a serial arrangement in form of a register (21). Thus the support fitting (24) can be moved within a greater zone along the drawbar shaft (8). Moreover, the drawbar shafts (8) depict the arrangement of the lattice structure (10) shown in Figures 10 to 12.

The chassis struts (9) may also have a different design, and in particular a different lattice structure (10). The front end of the chassis struts (9) shown in this variation is provided with a greater number of joining means (20) than in the first exemplary embodiment. The register (21) formed by the series arrangement is longer than in the first exemplary embodiment and extends into the vicinity of the axle (6). The lattice structure (10) arranged below is thus changed accordingly.

The greater number of joining means (20) may on the one hand be used to increase the variation options when installing the longitudinal connector (11) which, according to Figure 19, may also have a greater number of joining means (20) than in the first exemplary embodiment. On the other hand the enlarged register (21) of the chassis struts (9) may also be used to provide a greater variation in width when making a direct connection with a drawbar shaft (8), and the longitudinal connector (11) becomes obsolete. The drawbar shafts (8) have in this instance the above-described offset (19) at the end.

Figure 19 depicts a bent longitudinal connector (11) with an offset (19'). The offset (19') has an angled shape with a narrow bending section. The above-described offset (19) on a longitudinal member (8, 9) may have a similar bent shape. The longitudinal connector (11) shown may also be provided with an external recess or indentation (48) in the bending location. This may in particular be a depression. This depression stiffens on the one hand the bending area of the longitudinal connector (11) and, on the other hand, makes it possible to move it past the protruding joining bolts (20) of the connected longitudinal member (8, 9). The longitudinal connector (11) may, for example, be provided as a U-section made from steel or another metal.

In Figure 18 and 19 the offset (19') is located at the front section of the longitudinal connector (11). It may alternatively be located at the rear section as described previously. In the second variation of Figure 17 to 19, the shape and design of the joining means (20), in particular the joining bolts, may be the same as in the first exemplary embodiment.

Figures 20 to 29 depict a further implementation variation of the chassis (2) with a drawbar (4) and a unibody chassis (5) as well as the respective longitudinal members (8, 9). The implementation shown corresponds largely to the previously described exemplary embodiments and may also form a modular system (55).

The longitudinal members, or drawbar shaft and chassis strut (8, 9) respectively, are provided with a lattice structure (10) with a structure arrangement. The drawbar shaft and chassis strut (8, 9) are connected directly to each other in this implementation variation. The connection may be achieved via an offset (19) and joining means (20) in single formation or in a register (21). The offset (19) is located at the rear end of the drawbar shafts (8). It may alternatively be located at the front end of the chassis struts (9).

The member ends of the longitudinal members (8, 9) that face each other may be greatly reduced in height, which gives them a narrow strap-like shape (64). The reduction in height may start from the lower member edge and may, for example, begin from the recessed area (22). The protruding strap shape (64) may be arranged at the upper member edge, which extends through at a constant height. The upper and lower edges of the strap-shaped member ends (64) may be parallel.

The strap-like member ends (64) that face each other may be provided with joining means (20) in single formation or in form of a register (21) and may be attached directly to each other. The offset (19) may be provided on a strap. The overlapping, strap-like member ends (64) may have the same or different heights and may, if appropriate, have a bent-over flange at a longitudinal edge.

As per the above-described exemplary embodiments, the drawbar shafts (8) are provided with a widened reinforcing zone (12) in the upright support wall (31) close to the central section, together with an interface (13) for an attachment component, for example in form of a support fitting (24).

A further reinforcing zone (12) is disposed at the rear end section of the drawbar shafts (8) in the depicted chassis variation. It may comprise an interface (13) with one or more joining means (20). This arrangement facilitates the attachment of a further attachment component (23) in form of an additional support fitting (24').

Said support fitting (24') may be arranged on both sides on the drawbar shaft (8) and serves to form a further rigid connection between the respective drawbar shaft (8) and the vehicle body (3), in particular the floor of the body. The interface (13) may be provided with a register (21) with multiple joining means (20) in a row, for example joining bolts. This allows for the adaptation of the additional support fitting (24) to a suitable attachment location on the vehicle body (3).

As a result of the arrangement of the support fitting (24') in the vicinity of the rear end of the drawbar shafts (8) and close to the joint between the longitudinal members (8, 9), the chassis (2) can be strengthened at the location of this joint. A traverse or a transverse member may thus be omitted. The entire chassis (2) may be formed without traverses.

The drawbar shafts (8) may be reduced in height in the reinforcing zone (12) and in the area of the support fitting (24') and may be provided with a recessed area (22) as described above. The offset (19) may be formed in the previously described manner.

There may also be modifications on the unibody chassis (5) as shown in the next chassis variation. In the embodiment shown, a reinforcing zone (12') is provided in front of axle (6) in driving direction. A further reinforcing zone (12") may be provided behind the axle (6). An interface (13) may be arranged at one or both reinforcing zones (12', 12").

The interface (13) at the front reinforcing section (12) may be used to attach a previously mentioned shock absorber (not shown here). To this end a horizontal row of three joining means (20) is provided in form of openings, for example. A counter plate may be arranged on the inside of the upright support wall (31) for reinforcement.

The interface (13) may be provided with further joining means (20), for example in form of simple openings in the non-deformed support wall web. This may, for example, be used for mounting a manoeuvring drive (26) in front of the axle in accordance with Figures 24 and 25. The drive units (27) may be attached directly with their consoles to the outside of the respective support wall (31). Between the drive units (27) a cross brace (63) may be disposed, which rests against the inside of the respective support wall (31) via flange plates at the end, and which is attached to the respective drive unit (27), for example by means of through bolts.

Alternatively it is possible, if required, to attach one or more other or further attachment components (23) at the front reinforcing zone (12') or at the interface (13) located there. In this reinforcing zone (12') the upright support wall (31) is largely a solid and unperforated wall.

The rear reinforcing zone (12") is arranged at a distance behind the vehicle's wheel. Said reinforcing zone (12") with its interface (13) may serve for the attachment of one or more attachment components (23), which may, for example, be designed as a jacking point (62) and/or as a spare wheel bracket (56). The reinforcing zone (12") and the interface (13) may extend across a larger section along the chassis strut (9) towards the back. This section may also be provided with one or more wall openings (34, 35) of the lattice structure (10). The reinforcing zone (12") or the interface may in this instance be located below a wall opening (34) at the lower edge section (40) of the upright support wall (31). Said extension allows for positioning variations for one or more attachment components (23) in longitudinal direction. Thus, regulations for vehicle body (3) construction, for example an entrance door and a step located below it, can be met.

As depicted in Figure 26, the rear reinforcing zone (12") and its interface (13) provides for the arrangement of a manoeuvring drive (26) at the rear behind the axle (6). To compensate for the reduced web height of the upright support wall (31), an additional, shoe-like attachment fitting may be provided for the attachment of the respective drive unit (27).

The spare wheel bracket (56) is provided with a support (57), which may be attached directly to both chassis struts (9) according to Figures 24 and 25 or, according to Figure 26, indirectly via an adapter (61). Said adapter (61) may also be used for other attachment components (23). As is apparent from Figure 23, the adapter (61) can vary in its longitudinal position through the interface (13).

The interface (13) is provided with, for example, two wall openings (59) that are larger in terms of area and which have an oval, vertically oriented shape, for example. This provides the option to attach the free ends of a support (57) permanently or detachably, attached by hanging in in particular, to a chassis strut (9). A console (58) may, for example, be mounted on the other chassis strut (9) on the other side. Using the wall openings (59), the support (57) may be hung with its free end into a chassis strut (9) in a pivoting manner. The shape of the wall opening (59) may alternatively have a different design, for example circular, prismatic, in form of a key hole or similar.

At the other end the support (57) is attached via the console (58). A detachable connection, for example a screwed connection, may be used in this instance. If necessary, this makes it possible to swing the support (57) away and, if required, pull it out from under the vehicle (1). Said support (57) may, alternatively or in addition, be used for retaining a different attachment component (23), for example a container or water tank (not shown).

The adapter (61) is plate-shaped and may be provided with weight-reducing openings. It may be provided with through-holes in the upper section, which correlate with the wall openings (60) at the rear reinforcing zone (12") and the interface (13) in this location. At the lower edge the adapter (61) may be provided with the above described oval wall openings (59) for seating the free ends of the support (57). Said console (58) may also be mounted on adapter (61).

In contrast to the above-described exemplary embodiments, the chassis struts (9) may be provided in the area of the axle (6), in particular the axle mount (42), with further joining means, in particular joining bolts, for the support plate (17). This facilitates the installation of support plates (17) of different widths, which may be used for different axle designs, for example. It is therefore possible to continue to use existing axle designs with the claimed chassis (2). The additional joining means (20) are arranged left and right of the attachment point of the axle (6) in the lower edge section (40) of the support wall (31).

Figure 27 depicts a modular system (55) that can be assembled from different drawbar shafts (8) and chassis struts (9). In this instance said struts (8, 9) are connected directly, in the above-described manner, via an offset (19) and the joining means (20) with or without register (21).

The modular system (55) provides different lengths of drawbar shafts (8) and chassis struts (9). The angles of the offsets (19) may also vary. The lattice structures (10) are adapted correspondingly. As described above, they may have a structure arrangement with primary and secondary sections.

Figures 28 and 29 depict such a structure arrangement for chassis struts (9) of different lengths. The lattice structure (10) is subdivided into a central primary section (49) and a front primary section (50). The central primary section contains the axle mount (42) and the front and rear reinforcement zones (12', 12") as well as the interfaces (13). The front primary section (50) is provided with the joining means and the register (21), if required, for the preferably direct connection with the respective drawbar shaft (8).

In the longer strut variation shown in Figure 28, a secondary section of the structure is inserted between the central and front primary sections (49, 50). The secondary section (52) is provided with a lattice structure (10) with, for example, triangular wall openings (35) of different sizes.

Both structure arrangements also have a rear secondary section (53). This section varies in length. It contains, for example, an essentially quadrangular wall opening (34), which may have a variable length depending on shaft and section length. The lower support edge (40) is arranged below the wall opening (34). Part of the rear reinforcing zone (12") and the interface (13) may also be located there.

Figures 30 and 31 depict a further variation of the chassis (2) and the design of the longitudinal members (8, 9). The embodiment shown corresponds largely to the above-described exemplary embodiments.

The modifications with respect to the above-described exemplary embodiments relate on the one hand to the lattice structure (10), which is made up of essentially triangular wall openings (35) on the longitudinal members (8) or drawbar shafts respectively.

In this variation all wall openings (34, 35) end at a distance below the upper edge of the longitudinal members (8, 9), creating an upper, solid edge section (39) at the upright support wall (31). The upper, solid edge section (39) may extend without interruption along the entire length of the respective member. In the variation shown in Figures 30 and 31, the reductions in height (41) shown in previous exemplary embodiments are omitted.

Figure 31 also shows a different design of flange (43). It has a varying flange height or height of the downward-pointing extension along its length or the length of the member. In this implementation the flange (43) is only provided on the front longitudinal shafts (8) or drawbar shafts. In this instance the flange height is greater at the front end of the member that points to the coupling device (7) than at the other, rear end of the member. The flange geometry is advantageous for strengthening the longitudinal member (8).

One or more reinforcements (65) may be arranged on said front member end of the longitudinal member (8). They are shown in Figure 31. They are, for example, tube shaped or have a laterally open sleeve shape and are arranged in upright orientation between the upper and lower support wall (32, 33). They may rest against them or be clamped in. The reinforcements (65) act stabilising in vertical direction and are able to accommodate bolts or other joining means that can pass through their hollow interior and which are used for attaching the coupling device (7), for example. The drawbar end is made stiffer due to this design and is thus better able to transmit dynamic driving forces between the coupling device (7) and the drawbar (4) as well as the other components of the chassis (2).

The longitudinal members (8, 9) are also in the variation of Figure 30 and 31 directly connected to each other. Strap-like member ends (64) in conjunction with an offset (19) and a register or serial arrangement (21) of joining means (20) may be used in this instance.

In this implementation the axle (6) takes the form of a trailing arm axle and has a straight axle body (16).

In the implementation variation of Figure 30 and 31, the longitudinal members (9) or the chassis struts respectively have angled upper and lower support walls (32, 33). The flange (43) shown in part in other embodiments may be omitted in this variation.

Moreover, the longitudinal members (9) or the chassis struts respectively are provided with additional reinforcement at the axle mount (42). This may be achieved, for example, through an inward-directed fold at the upper section of the cutout in the upright support wall (31). Further reinforcement in form of a reinforcing plate that is welded on or otherwise attached may be provided above the cutout in the upper edge section (39). Such a reinforcing plate is depicted in Figure 23 of the previous exemplary embodiment.

Modifications of the depicted and described forms of implementation are possible in different ways. In particular it is possible to arbitrarily combine and, where applicable, exchange the characteristics of the exemplary embodiments shown and of the described variations.

The cross-sectional geometry of the support profile may vary and may be provided, for example, in the shape of a Z-profile or L-profile. The lower, transverse oriented support wall (33) may be omitted, if applicable. The longitudinal members (8, 9) may be provided in form of a metallic welded component. A design in form of a multi layered composite body, sandwich body or similar is possible. The lattice structure (10) may also vary in terms of shape, size and distribution of the wall openings (34, 35) as well as the wall webs (36, 37) and the reinforcing zones (12). The offset (19) for the drawbar angle may, alternatively, be arranged at the front end of a chassis strut (9). Moreover, the shape, number and arrangement of the sections or structural sections (49-53) respectively may also vary.

LIST OF REFERENCE NUMERALS

1 Road vehicle, trailer, motor vehicle 2 Chassis 3 Vehicle body 4 Drawbar 5 Unibody chassis, body-on-frame chassis 6 Axle 7 Coupling device 8 Longitudinal member, drawbar shaft 9 Longitudinal member, chassis strut 10 Lattice structure 11 Longitudinal connector 12 Reinforcing zone 12' Reinforcing zone 12" Reinforcing zone 13 Interface 14 Fastener 15 Axle carrier 16 Axle body, axle pipe 17 Support plate 18 Wheel swing arm 19 Offset 19' Offset 20 Joining means, joining bolt 21 Register 22 Recessed area 23 Attachment component 24 Support fitting 24' Support fitting 25 Shock absorber 26 Manoeuvring drive 27 Drive unit 28 Attachment fitting 29 Load absorbing means, clamping plate 30 Moulded seat

31 Support wall upright 32 Support wall transverse top 33 Support wall transverse bottom 34 Wall opening, quadrangular 35 Wall opening, triangular 36 Wall web 37 Wall web 38 Web node 39 Edge section top 40 Edge section bottom 41 Tapering, reduction in width 42 Axle mount 43 Flange, fold 44 Container 45 Longitudinal direction, driving direction 46 Centre of gravity vehicle body 47 Joining means 48 Recess, indentation 49 Section, structural section 50 Section, structural section 51 Section, structural section 52 Section, structural section 53 Section, structural section 54 Lifting support 55 Modular system 56 Spare wheel bracket 57 Support 58 Console 59 Wall opening, oval 60 Wall opening 61 Adapter 62 Jacking point 63 Cross brace 64 Strap-like member end 65 Reinforcement a Offset angel, bending angle

Claims

1. A longitudinal member for a chassis of a road vehicle, wherein the longitudinal member is provided in form of a drawbar shaft with a preferably rigid, V shaped drawbar, and the longitudinal member is formed from a thin-walled, folded support profile, in particular a steel sheet metal profile, the cross sectionally profiled longitudinal member is provided with a single, upright, thin walled support wall that extends in longitudinal direction of the member, wherein said support wall is provided at its upper and/or lower longitudinal edge with a transverse oriented support wall, wherein the upright support wall is provided with multiple wall openings and wall webs disposed in between, wherein the upright support wall is provided with a lattice structure with wall openings and with narrow wall webs between the wall openings, wherein at least some wall webs are inclined obliquely with respect to the longitudinal direction of the member and are inclined in different directions, wherein the longitudinal member, which is shaped as a drawbar shaft, is designed and formed for a direct or an indirect connection with a longitudinal member formed as a chassis strut, wherein the connection is preferably adjustable.

2. The longitudinal member according to claim 1, wherein the longitudinal member, formed as a chassis strut, has a profiled cross-section and an upright, thin-walled support wall that extends in longitudinal direction of the member, wherein said support wall is provided at its upper and/or lower longitudinal edge with a transverse oriented support wall, wherein the upright support wall is provided with multiple wall openings and wall webs arranged in between, wherein the upright support wall is provided with a lattice structure with wall openings and with narrow wall webs between the wall openings, wherein at least some wall webs are inclined obliquely with respect to the longitudinal direction of the member and are inclined in different directions.

3. The longitudinal member according to claim 1 or claim 2, wherein the support wall is provided with a lattice structure covering the greater part of its length.

4. The longitudinal member according to any one of the preceding claims, wherein some wall openings are arranged one above the other and are partially overlapping in longitudinal direction of the member.

5. The longitudinal member according to any one of the preceding claims, wherein some wall openings have an essentially triangular shape and some wall openings have an essentially quadrangular shape.

6. The longitudinal member according to any one of the preceding claims, wherein the lattice structure on a longitudinal member is subdivided into multiple sections, wherein said sections have preferably varying structural shapes amongst themselves, and are arranged in different sections of the longitudinal member.

7. The longitudinal member according to any one of the preceding claims, wherein the upright support wall is provided with one or more reinforcing zones with a wall web widened in longitudinal direction of the member and with an interface for an attachment component and/or an adapter.

8. The longitudinal member according to claim 7, wherein on the longitudinal member that is formed as a drawbar shaft, a reinforcing zone is arranged on a support location for a front edge section of a vehicle body and/or on a rear end section of the longitudinal member.

9. The longitudinal member according to any one of the preceding claims, wherein the upright support wall is provided at one end of the member with a single row of preferably interlocking joining means, in particular pan-shaped, circular or elongated wall deformations, aligned in longitudinal direction of the member.

10. The longitudinal member according to any one of the preceding claims, wherein one end of a longitudinal member, in particular a drawbar shaft, is provided with an offset that is folded out laterally from the upright support wall plane, in particular with joining means for a direct connection with another longitudinal member.

11. A chassis for a road vehicle, wherein the chassis is provided with a drawbar with a longitudinal member and a unibody chassis with a longitudinal member and at least one axle, wherein the longitudinal member of the drawbar is implemented according to at least one of the claims 1 to 10.

12. The chassis according to claim 11, wherein the longitudinal member of the unibody chassis is implemented according to one of the claims 1 to 10.

13. The chassis according to claim 11 or claim 12, wherein the longitudinal members of the drawbar and the longitudinal members of the unibody chassis are connected directly to each other in the longitudinal direction.

14. The chassis according to claim 11 or claim 12, wherein the longitudinal members of the drawbar and the longitudinal members of the unibody chassis are located at a distance from each other in longitudinal direction, whereby they are attached to each other indirectly and such that they are adjustable in the longitudinal direction via a longitudinal connector that is arranged in the area of the upright support walls.

15. The chassis according to any one of claims 11 to 14, wherein the chassis is produced without transverse members.

16. The chassis according to any one of claims 11 to 15, wherein a support fitting for a vehicle body is arranged in the reinforcing zone of a longitudinal member that is formed as a drawbar shaft.

17. The chassis according to any one of claims 11 to 16, wherein a manoeuvring drive is arranged on the chassis, wherein a drive unit of the manoeuvring drive is arranged and supported on the axle or on an upright support wall.

18. The chassis according to any one of claims 11 to 17, wherein the chassis is constructed as a modular system with multiple, different longitudinal members and/or different longitudinal connectors.

19. A road vehicle comprising a chassis and a vehicle body, wherein the chassis is constructed according to any one of claims 11 to 18.

20. The road vehicle according to claim 19, wherein the vehicle body is directly and preferably in contact with and attached to the longitudinal members.