AU2020323959B2

AU2020323959B2 - Chassis and commercial vehicle

Info

Publication number: AU2020323959B2
Application number: AU2020323959A
Authority: AU
Inventors: Christoph Schlegel
Original assignee: Rheinmetall MAN Military Vehicles Oesterreich GmbH
Current assignee: Rheinmetall MAN Military Vehicles Oesterreich GmbH
Priority date: 2019-09-11
Filing date: 2020-08-12
Publication date: 2022-05-26
Anticipated expiration: 2040-08-12
Also published as: NZ772178A; WO2021047847A1; AU2020323959A1; JP7096949B2; JP2022504408A; EP3810489B1; DE102019124460A1; EP3810489A1; SG11202101469QA

Abstract

SUMMARY (Chassis and commercial vehicle) Chassis (2) for a commercial vehicle (1), in particular for a military commercial vehicle, comprising a chassis frame (3) extending along a longitudinal direction (L) of the chassis (2), a cross beam (11) firmly connected to the chassis frame (3) for supporting an exchangeable superstructure (8) which can be placed on the chassis (2), and a pendulum cross beam (12, 12') pivotally mounted on the chassis frame (3) for supporting the superstructure (8). Fig. 3

Description

SUMMARY

(Chassis and commercial vehicle)

Chassis (2) for a commercial vehicle (1), in particular for a military commercial vehicle, comprising a chassis frame (3) extending along a longitudinal direction (L) of the chassis (2), a cross beam (11) firmly connected to the chassis frame (3) for supporting an exchangeable superstructure (8) which can be placed on the chassis (2), and a pendulum cross beam (12, 12') pivotally mounted on the chassis frame (3) for supporting the superstructure (8).

Fig. 3

CHASSIS AND COMMERCIAL VEHICLE

The present disclosure relates to a chassis for a commercial vehicle, in particular for a military commercial vehicle, and a commercial vehicle, in particular a mili tary commercial vehicle, with such a chassis.

Off-road commercial vehicles, for example trucks, can have a rigid but torsionally soft chassis and a torsionally stiff interchangeable superstructure, such as a con

tainer, mounted on the chassis. During off-road driving, the chassis can warp, and the torsionally stiff superstructure either interferes with the warping, which

can introduce high stresses into the chassis frame, or the superstructure itself is overstressed.

DE 27 26 448 Al shows a bearing arrangement of a rigid superstructure on a

chassis frame of a commercial vehicle. The superstructure is supported at two points after its front and rear end by elastically flexible bearings in the area of the central longitudinal axis of the vehicle and is connected to the longitudinal

members of the chassis frame or a subframe mounted on it by two further bear ings located opposite each other in a transverse plane of the vehicle and arranged

between the first bearing points.

DE 29 11 722 Al describes a device for the elastic support of a torsionally stiff su perstructure on a torsionally soft chassis frame of motor vehicles. The device

comprises two pairs of resilient bearing points arranged transversely and sym metrically to the longitudinal axis of the vehicle and a bearing point located at

one end of the superstructure in the longitudinal central axis and resilient on all sides, one pair of bearing points being supported from the front end of the super structure with suspension that is hard in the compression direction and soft in the tension direction and with large compensation paths, the other pair of bear

ing points is located in the area of the rear axle and the individual bearing point is located at the rear end of the frame, whereby the longitudinal and transverse forces can only be transmitted by the front and rear bearing points and the verti cal forces by all bearing points.

EP 0 214 990 B1 describes a multi-axle motor vehicle with a torsionally flexible frame and a superstructure which is supported on this frame by means of sup port members and is not subject to much torsion, whereby in the direction of the longitudinal extension of the vehicle in the central area of the superstructure a

connection is provided between the vehicle and the frame which flexibly absorbs vertical forces and longitudinal forces and allows limited relative movements be

tween the frame and the superstructure. At least one support member is ar ranged in at least one further region offset in the direction of the longitudinal ex tent of the vehicle, a lateral shear support connection absorbing transverse forces being provided in at least one region of the superstructure between the latter and

the frame.

DE 10106 495 Al shows a truck with a rigid but torsionally soft chassis frame on

which a twistable subframe is mounted, which carries a flexurally and torsionally stiff superstructure that is connected to the subframe at at least three points via

movement bearings. At least one of these movement bearings is designed as a swivel bearing, the swivel axis of which runs approximately in the longitudinal center axis of the vehicle. At least two of the motion bearings are designed as supports which are arranged laterally on both sides of the swivel axis and are

spaced from the swivel bearing in the vehicle steering direction.

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 be

fore the priority date of each of the appended claims.

Throughout this specification the word "comprise", or variations such as "com

prises" or "comprising", will be understood to imply the inclusion of a stated ele ment, integer or step, or group of elements, integers or steps, but not the exclu

sion of any other element, integer or step, or group of elements, integers or steps.

Against this background, there is provided an improved chassis for a commercial

vehicle.

Accordingly, a chassis for a commercial vehicle, especially for a military commer

cial vehicle, is provided. The chassis comprises a chassis frame extending along a

longitudinal direction of the chassis, a cross beam fixedly connected to the chassis

frame for supporting an interchangeable superstructure to be placed on the chas

sis, a pendulum cross beam pivotally mounted on the chassis frame for support

ing the superstructure, a first swing element, which is rotatably mounted on the

chassis frame about a first axis of rotation and which is rotatably mounted on the

pendulum cross beam about a second axis of rotation, and a second swing arm el

ement which is rotatably mounted on the chassis frame about a first axis of rota

tion and which is rotatably mounted on the pendulum cross beam about a second

axis of rotation, wherein an extension of the first swing arm element and an ex

tension of the second swing arm element intersect one another at an instantane

ous center which is positioned below the pendulum cross beam, as viewed in a

height direction of the chassis, and wherein the two second axes of rotation of the

swing arm elements are positioned between the two first axes of rotation of the

swing arm elements and the instantaneous center as viewed in the height direc

tion.

Because the pendulum cross beam is not directly pivoted on the chassis frame

but is connected to the chassis frame via the first swing arm element and the sec

ond swing arm element, an instantaneous center around which the pendulum cross beam rotates can be positioned below the chassis frame. This allows the chassis frame to twist without subjecting the superstructure placed on the cross beam and the pendulum cross beam to excessive mechanical stress. It also pre vents excessive stresses from being introduced into the chassis frame due to the torsional rigidity of the superstructure.

The chassis can be part of the commercial vehicle. However, the chassis is also suitable for a trailer, especially for a trailer of the commercial vehicle. This

means that the chassis can be part of a trailer, in particular a commercial vehicle trailer or truck trailer. The commercial vehicle and the trailer can form a set, es

pecially a commercial vehicle set or a truck set, whereby both the commercial ve hicle and the trailer can have such a chassis. However, the commercial vehicle can also be combined with a trailer without such a chassis to form a set.

In addition to the longitudinal direction in which the chassis frame extends, the chassis is assigned a transverse direction, in which the cross beam and the pen dulum cross beam extend, and a height direction. The longitudinal direction, the

transverse direction and the height direction are positioned perpendicular to each other and preferably form a coordinate system of the chassis. The chassis prefera

bly comprises several axles, especially drive axles on which wheels are mounted. The height direction is oriented in particular from the axles in the direction of the chassis frame, especially in the direction of the pendulum cross beam.

The chassis frame preferably comprises at least two longitudinal beams extend ing along the longitudinal direction, which can be firmly connected to each other

by means of a plurality of crossbars or trusses running in the transverse direc tion. The chassis frame is preferably torsionally soft and rigid. The longitudinal beams can optionally each have several longitudinal sectional beams, for example hollow box sectional beams, U-sectional beams, or I-sectional beams. The compo nents of the chassis frame are firmly connected to each other and can be bolted, riveted, or welded together, for example.

The fact that the cross beam is "firmly" connected to the chassis frame means in particular that the cross beam is immovable in relation to the chassis frame and in particular that it cannot be twisted or displaced in relation to the chassis frame. For example, the cross beam is bolted, riveted, or welded to the chassis

frame. In the transverse direction, the cross beam preferably projects laterally on both sides of the chassis frame.

The fact that the pendulum cross beam is "pivotably" mounted on the chassis frame may mean in particular that the pendulum cross beam can perform a piv oting movement in relation to the chassis frame. The swivel movement can be, for

example, a combination of a rotary movement and a linear movement, especially along the height and transverse directions. The swivel movement can also be a pure rotary or rotational movement.

Preferably, the pendulum cross beam is not mounted directly on the chassis

frame, but indirectly by means of the swing arm elements. The swing arm ele

ments are thus arranged between the chassis frame and the pendulum cross

beam and thus connect the pendulum cross beam pivotably with the chassis

frame. The pendulum cross beam protrudes in the transverse direction preferably

on both sides laterally beyond the chassis frame. The pendulum cross beam can

preferably be steplessly deflected or swiveled from a neutral or starting position

into a large number of deflection positions.

The interchangeable superstructure may be, for example, a flatbed, a container, a

box, a tank or the like, or may include one of these. The superstructure can be cu- boid, for example. The superstructure is mounted on the cross beam and the pen dulum cross beam. The cross beam and the pendulum cross beam preferably form a superstructure interface or a superstructure carrying apparatus of the chassis. The fact that the superstructure is "interchangeable" means in particular that different types of superstructures can be interchanged. However, this does not exclude the possibility that the superstructure is firmly connected to the chassis, for example bolted to it. However, the connection between the superstructure and the chassis can be disconnected in order to be able to exchange the superstruc ture.

The first swing arm element and the second swing arm element are preferably of identical design. The swing arm elements can have a bone-shaped geometry with a rod-shaped base section, to which ring-shaped receiving sections are connected at the ends on both sides. Each receiving section preferably includes an opening.

The opening is preferably a hole in the middle of the respective receiving section. Axle elements can be accommodated in the openings, which allow the swing arm elements to be swiveled about the respective first axis of rotation and the second

axis of rotation. The axle elements can be provided on the chassis frame and on the pendulum cross beam.

Preferably, the chassis frame, the first swing arm element, the second swing arm element and the pendulum cross beam form a linkage gear of the chassis. Such a linkage gear comprises a frame, a coupler and swing arms connecting the coupler

to the frame. In this case, the chassis frame is the frame of the linkage gear, the pendulum cross beam is the coupler of the linkage gear, and the swing elements

are the swing arms of the linkage gear. In particular, the first axis of rotation of the first swing arm element does not coincide with the first axis of rotation of the second swing arm element. These are two different first axes of rotation. Accord ingly, the second axis of rotation of the first swing arm element preferably does not coincide with the second axis of rotation of the second swing arm element. These are two different second rotation axes.

According to an embodiment, the first two axes of rotation of the swing elements,

viewed in a transverse direction of the chassis, are arranged at a greater distance from one another than the second two axes of rotation of the swing arm elements, so that the first swing arm element and the second swing arm element are posi tioned obliquely to each other.

In the transverse direction, the two second rotation axes are thus preferably ar

ranged between the two first rotation axes.

According to another embodiment, the first swing arm element and the second swing arm element are positioned obliquely with respect to one another such that

the first swing arm element and the second swing arm element run towards one another.

In particular, the first swing arm element and the second swing arm element run towards each other, viewed against the height direction, so that the first swing

arm element and the second swing arm element are arranged in a V-shape. Con versely, the first swing arm element and the second swing arm element run away from each other when viewed along the height direction.

As mentioned before, the height direction is oriented from the axles of the chassis towards the chassis frame. The instantaneous center is positioned below the

chassis frame in the height direction. An "extension" in this case means a straight line running through the first and the second axis of rotation of the first swing arm element and through the first and the second axis of rotation of the second swing arm element, respectively. The term "extension" can therefore be

replaced by the term "straight line". These straight lines meet or intersect at the instantaneous center. In the case of a plane movement of a rigid body, e.g., the pendulum cross beam, an "instantaneous center" or "motion pole" is that point in space from which the body can be regarded and treated as only rotating. When the pendulum cross beam is deflected, it preferentially moves in a plane spanned by the height and the transverse direction. Depending on whether the pendulum cross beam is deflected or not, the pendulum cross beam or the instantaneous center can be swung or shifted from the previously mentioned starting position to any number of deflection positions. The instantaneous center moves along the height and the transverse direction. Along the longitudinal direction the instan taneous center does not move in particular. However, the instantaneous center is always located below the pendulum cross beam, especially below the chassis frame, when viewed in the height direction. When the pendulum cross beam is deflected or swiveled from the starting position to the deflection position or to dif ferent deflection positions, the instantaneous center preferably moves on a trajec tory curve. In particular, the trajectory curve lies in a plane spanned by the height direction and the transverse direction. The trajectory curve can be circu lar, elliptical or oval. This means that the trajectory curve can be part of a circle, an ellipse or an oval.

Seen in the transverse direction, the instantaneous center lies, especially in the

starting position, centrally between the two second axes of rotation and between

the two first axes of rotation. Here the two second axes of rotation are located be

tween the two first axes of rotation. In the deflection position or in the deflection

positions, the instantaneous center is preferably off-center as viewed in the

transverse direction.

According to another embodiment, the two first axes of rotation of the swing arm

elements are positioned at the same height as viewed in the height direction, the

two second axes of rotation of the swing arm elements being positioned at the same height as viewed in the height direction in a starting position of the pendu lum cross beam.

In particular, the first two axes of rotation are fixed and do not change their posi

tion in the height and transverse directions when the pendulum cross beam is de flected. Since the second axes of rotation are provided on the pendulum cross beam, they change their position in the height direction as well as in the trans verse direction when the pendulum cross beam is deflected from its starting posi

tion to any deflection position.

According to another embodiment, in each case two first swing arm elements and two second swing arm elements are provided, the pendulum cross beam being ar ranged, as viewed in the longitudinal direction, in each case between the two first swing arm elements and between the two second swing arm elements.

This means that there can be four swing arm elements, with the pendulum cross beam positioned between the first two swing arm elements and between the sec

ond two swing arm elements. This prevents the pendulum cross beam from tilt ing around the transverse direction. This reduces the danger of tilting of the pen

dulum cross beam and/or the swing arm elements. However, this is optional. Ex actly one first swing arm element and exactly one second swing arm element can also be provided. This means that exactly two or at least two swing arm elements are preferred. In the case that only one first swing arm element and only one sec

ond swing arm element are provided, the pendulum cross beam is preferably ar ranged between the swing arm elements and the chassis frame when viewed in

the longitudinal direction. This means that in this case the swing arm elements are preferably provided on the outside of the pendulum cross beam. Alterna tively, if only a first swing arm element and only a second swing arm element are provided, the swing arm elements can also be provided on the inside of the pen

dulum cross beam. In this case, the swing arm elements are arranged between the pendulum cross beam and the chassis frame as seen in the longitudinal direc tion.

According to another embodiment, the first swing arm element is mounted rotat

ably about its first axis of rotation on a first axle element attached to the chassis frame, the second swinging arm element being mounted rotatably about its first axis of rotation on a second axle element attached to the chassis frame.

Preferably, the chassis frame comprises a connecting beam arranged between the two longitudinal beams, which firmly connects the two longitudinal beams. The

first axle element and the second axle element can be attached to the connecting beam. For example, the first axle element and the second axle element are welded, riveted, or bolted to the connecting beam. The axle elements are accom modated in the respective openings of the receiving sections of the swing arm ele

ments. For this purpose, corresponding bearings, e.g., slide bearings or roller bearings, can be provided in the receiving sections. Alternatively, the axle ele ments can also be non-rotatably connected to the swing arm elements, whereby

the axle elements are then rotatably mounted on the chassis frame, in particular on the connecting beam. Also, in this case, corresponding bearings, such as plain

bearings or roller bearings, can be provided. Axle elements can also be provided on the pendulum cross beam, which allow the swing arm elements to swivel about their second axes of rotation. Thus, the pendulum cross beam can also in clude a first axle element and a second axle element. These axle elements can be

accommodated in the receiving sections of the swing arm elements, in which the axle elements of the chassis frame are not received.

According to another embodiment, the first axle element and the second axle ele ment, as viewed in the longitudinal direction, are guided past or through the pen dulum cross beam.

This allows a particularly compact design when viewed in the height direction.

According to another embodiment, the pendulum cross beam comprises a first side section, a second side section and a base section arranged between the first

side section and the second side section, wherein the first side section and the second side section extend out over an upper side of the base section, wherein the first axle element and the second axle element are passed between the first side section and the second side section past the pendulum cross beam.

In particular, the pendulum cross beam has a V-shaped geometry through which

the axle elements pass. When viewed in the height direction, the side sections protrude in particular beyond the axle elements. The base section is preferably box-shaped or cuboid. The pendulum cross beam is preferably hollow. The pendu lum cross beam can be a hollow box section or be constructed from hollow box sec

tions. The pendulum cross beam can also be composed of several I-shaped or U shaped sectional girders.

According to another embodiment, the pendulum cross beam comprises a first opening through which the first axle element is passed and a second opening

through which the second axle element is passed.

The openings can be oval or rectangular with rounded corners, for example. The openings extend along the transverse direction and the height direction, where

the dimension of the openings is larger along the transverse direction than along the height direction. By providing the openings, it is not necessary to guide the

axle elements past the pendulum cross beam, as they can be passed through it. This means that the pendulum cross beam can have a continuous top flange or a continuous flat top surface. In this case, the bottom of the pendulum cross beam can be provided with a recess or clearance for a trailer coupling.

According to another embodiment, the cross beam is arranged at the front of the chassis frame, the pendulum cross beam being arranged at the rear of the chassis

frame.

"Front" here means assigned to a driver's cab of the commercial vehicle. "Rear" here means turned away from the driver's cab.

According to another embodiment, the chassis further comprises a spring and/or

damping apparatus which is arranged between the chassis frame and the pendu lum cross beam.

The spring and/or damping apparatus can be a pure spring apparatus or a pure damping apparatus, but also a combined spring and damping apparatus. The spring and/or damping apparatus may comprise a spring element, for example a

cylindrical spring or a pneumatic spring element, and a damping cylinder. Prefer

ably, the spring and/or damping apparatus is located between one of the longitu

dinal beams of the chassis frame and the pendulum cross beam and connects

them to each other. Several spring and/or damping apparatuses may be provided.

For example, two spring and/or damping apparatuses may be provided, which are

provided on both sides of the chassis frame.

Furthermore, a commercial vehicle, in particular a military commercial vehicle,

comprising such a chassis is provided.

The commercial vehicle is preferably a land vehicle, especially a truck. The com

mercial vehicle is preferably a military commercial vehicle. The commercial vehi

cle can therefore also be called a military commercial vehicle. In particular, the

commercial vehicle is an off-road truck. The commercial vehicle can be a pro

tected vehicle. A plurality of axles is preferably provided on the chassis frame.

This means that the commercial vehicle is a multi-axle vehicle, especially a three-axle vehicle. The commercial vehicle preferably includes an all-wheel drive. The commercial vehicle can therefore also be called an all-wheel-drive commer cial vehicle. The commercial vehicle can be a wheel vehicle. Alternatively, the commercial vehicle can also be a tracked vehicle.

As mentioned above, the chassis can also be part of a trailer. In this case, a trailer, especially a trailer for a military commercial vehicle, comprising such a chassis is proposed.

According to an embodiment, the commercial vehicle further comprises an inter

changeable superstructure, which is placed on the cross beam and on the pendu lum cross beam.

As mentioned before, the superstructure is preferably torsionally stiff. The super

structure is preferably cuboid. The superstructure can be for example a flatbed, a container, a box, a tank or similar. Different superstructures can be provided, which can be exchanged. The superstructure can be firmly connected to the chas

sis, for example bolted to it. However, the connection between the superstructure and the chassisis detachable in order to exchange the superstructure.

The designs and characteristics described for the chassis apply to the proposed commercial vehicle and to the proposed trailer accordingly and vice versa.

In the present case, "one" is not necessarily to understand as limiting to exactly one element, rather several elements, like two, three or more, can be intended.

Also, every other counter used here is not to understand as limiting to exactly the mentioned number of elements. Rather, numerical deviations upwards and down wards are possible, unless otherwise stated.

Other possible implementations of the chassis and/or the commercial vehicle also include combinations of features or designs not explicitly mentioned before or in

the following regarding the embodiments. The expert will also add individual as pects as improvements or additions to the respective basic shape of the chassis

and/or the commercial vehicle.

Further advantageous designs and aspects of the chassis and/or the commercial vehicle are the subject of the sub-claims as well as the embodiments of the chas

sis and/or the commercial vehicle described below. Furthermore, the chassis and/or the commercial vehicle are explained in more detail on the basis of pre

ferred designs with reference to the enclosed figures.

Fig. 1 shows a schematic side view of an embodiment of a commercial vehi cle;

Fig. 2 shows a schematic top view of an embodiment of a chassis for the commercial vehicle according to Fig. 1;

Fig. 3 shows a schematic rear view of the commercial vehicle according to

Fig. 1;

Fig. 4 shows a schematic view of an embodiment of a swing arm element for the chassis according to Fig. 2;

Fig. 5 shows a schematic sectional view of the swing arm element accord

ing to the intersection line V-V of Fig. 4;

Fig. 6 shows the detail view VI according to Fig. 3;

Fig. 7 shows an enlarged schematic top view of the chassis according to Fig. 2;

Fig. 8 shows a schematic perspective partial view of the chassis according

to Fig. 2;

Fig. 9 shows a schematic rear view of another embodiment of a commercial vehicle;

Fig. 10 shows a schematic perspective view of the commercial vehicle ac

cording to Fig. 9;

Fig. 11 shows a schematic perspective view of an embodiment of a chassis for the commercial vehicle according to Fig. 9;

Fig. 12 shows a schematic view of an embodiment of a pendulum cross beam for the chassis according to Fig. 11; and

Fig. 13 shows a schematic perspective partial view of another embodiment

of a chassis for the commercial vehicle according to Fig. 9.

In the figures, identical or functionally identical elements have been provided with the same reference signs, unless otherwise indicated. Hidden components

are shown in the figures with dashed lines.

Fig. 1 shows a schematic side view of an embodiment of a commercial vehicle 1. The commercial vehicle 1 is a land vehicle. The commercial vehicle 1 is especially a military commercial vehicle. The commercial vehicle 1 can therefore also be de scribed as a military commercial vehicle. The commercial vehicle 1 can be a truck as shown in Fig. 1. In particular, the commercial vehicle 1 is an off-road truck. The commercial vehicle 1 can be a protected vehicle.

A coordinate system with an x-direction or longitudinal direction L, a y-direction

or height direction H and a z-direction or transverse direction Q is assigned to

the commercial vehicle 1 or to a chassis 2 of the commercial vehicle 1. The direc tions H, L, Q are oriented perpendicular to each other. The height direction H is oriented parallel to a gravity direction g. The gravity direction g is oriented from

top to bottom in the orientation of Fig. 1.

The commercial vehicle 1 comprises chassis 2 with a chassis frame 3 extending in the longitudinal direction L. The chassis frame 3 is flexurally rigid and torsion ally soft and extends from a driver's cab 4 to the rear of the commercial vehicle 1. "Torsionally soft" means in particular that the chassis frame 3 can twist around

the longitudinal direction L.

A plurality of axles 5 to 7 is provided on the chassis frame 3. This means that the

commercial vehicle 1 is a three-axle vehicle. The number of axles 5 to 7 is how ever arbitrary. The commercial vehicle 1 includes preferably a four-wheel drive.

This means that all axles 5 to 7 are driven. The commercial vehicle 1 can there fore also be called an all-wheel-drive commercial vehicle. The commercial vehicle 1 can be a wheeled vehicle as shown in Fig. 1. Alternatively, the commercial vehi cle 1 can also be a tracked vehicle. The height direction H is oriented from the ax

les 5 to 7 towards the chassis frame 3.

The chassis 2 is suitable for supporting an interchangeable and torsionally rigid superstructure 8 of the commercial vehicle 1 in addition to the driver's cab 4. The superstructure 8 can be, for example, a flatbed, a container, a suitcase, a tank, or the like. In Fig. 1 a superstructure 8 is shown in the form of a flatbed. The driv er's cab 4 is preferably protected against bullets, booby traps, improvised explo sive devices (IED), mines or similar.

However, the chassis 2 is also suitable for a trailer (not shown), especially for a trailer of the commercial vehicle 1. This means that the chassis 2 can be part of a trailer, especially a commercial vehicle trailer or truck trailer. The commercial vehicle 1 and the trailer can form a set, especially a commercial vehicle set or a

truck set, whereby both the commercial vehicle 1 and the trailer can have such a chassis 2. However, the commercial vehicle 1 can also be combined with a trailer

without such a chassis 2 to form a set.

Fig. 2 shows a highly simplified schematic view of an embodiment of a chassis 2 for the commercial vehicle 1. The chassis 2 comprises two longitudinal beams 9,

10 running in the longitudinal direction L. The longitudinal beams 9, 10 can each be made up of several profiles or profile girders, in particular steel profiles. The longitudinal beams 9, 10 are spaced apart in the transverse direction Q and run

parallel to each other. The longitudinal beams 9, 10 can be connected to each other with a plurality of cross beams or beams not shown, running in the trans

verse direction Q and thus forming the rigid and torsionally soft chassis frame 3.

The cross beams may be welded, riveted, bolted, or otherwise firmly connected to the longitudinal beams 9, 10.

To support the superstructure 8, the chassis 2 comprises a cross beam 11 ar ranged at the front, which runs in the transverse direction Q and thus perpendic

ular to the longitudinal beams 9, 10. The cross beam 11 can be constructed in several parts. The cross beam 11 is firmly connected to the longitudinal beams 9, 10, e.g., bolted, riveted, or welded to them. In addition, the chassis 2 includes a pendulum cross beam 12 arranged at the rear, which is pivotably mounted on chassis frame 3. The cross beam 11 and the pendulum cross beam 12 form a su perstructure support apparatus 13 for supporting the superstructure 8. The su perstructure support apparatus 13is a superstructure interface or canbe desig nated as such. The cross beam 11 can, for example, be a sectional beam running in the transverse direction Q in the form of a hollow box girder, a U-girder, an I girder, or the like. The same applies to the pendulum cross beam 12.

The longitudinal beams 9, 10 are preferably made of a steel material. However,

the longitudinal beams 9, 10 can also be made of titanium, magnesium, or alumi num. Furthermore, the longitudinal beams 9, 10 can also be made of a glass fiber

reinforced plastic (GRP) or a carbon fiber reinforced plastic (CFP). Likewise, the cross beam 11 and the pendulum cross beam 12 can each be made of a steel, tita nium, magnesium or aluminum material, a glass fiber reinforced plastic or a car bon fiber reinforced plastic.

The cross beam 11 and the pendulum cross beam 12 each have support sections 14, 15 at the ends on which the superstructure 8 rests and to which the super

structure 8 can be attached. The support sections 14, 15 can be equipped with standardized connecting pieces to accommodate containers, for example. Other

designs of end sections of the cross beam 11 and the pendulum cross beam 12 are also possible. The connection between the cross beam 11 or the pendulum cross beam 12 and the support sections 14, 15 can be made, for example, by a welded connection, although screwing or riveting is also possible.

Fig. 3 shows a rear view of the commercial vehicle 1, where the superstructure 8

is shown as a container. Preferably, the pendulum cross beam 12 is a hollow box beam or hollow box profile. For example, the pendulum cross beam 12 can be a welded component made of a plurality of plates, profiles, or the like. The pendu lum cross beam 12 has a box-shaped design and comprises a cuboid base section

16 with a lower side 17 and an upper side 18 spaced from the lower side 17 in the height direction H. The base section 16 is arranged between two obliquely posi tioned side sections 19, 20. The side sections 19, 20 extend beyond the upper side

18 in the height direction H. The side sections 19, 20 are followed by the support sections 14, 15, on which the superstructure 8 rests. As mentioned above, the su

perstructure 8 can be firmly connected to the support sections 14, 15. However, the superstructure 8 can be detached, e.g., by means of a screw connection, and connected to the support sections 14, 15, so that the superstructure 8 can be re placed.

The chassis 2 also includes a first swing arm element 21A and a second swing

arm element 22A, with the help of which the pendulum cross beam 12 is pivot ably mounted on the chassis frame 3. The swing arm elements 21A, 22A are pref erably of identical design. The swing arm elements 21A, 22A are each pivotally mounted on the chassis frame 3 and on the pendulum cross beam 12.

As Figs. 4 and 5 show, the first swing arm element 21A comprises a rod-shaped base section 23, which can have a rectangular or round cross-section, for exam

ple. At the end of the base section 23, a first receiving section 24 and a second re ceiving section 25 are provided. The base section 23 is thus arranged between the

receiving sections 24, 25. The base section 23 can have a smaller cross-sectional area than the receiving sections 24, 25, resulting in a bone-shaped geometry of the first swing arm element 21A. However, the first swing arm element 21A can also have a rectangular geometry in the top view according to Fig. 4.

Each receiving section 24, 25 has an opening 26, 27 in the middle, in which, for

example, a shaft or axle can be received. The openings 26, 27 are preferably de signed as circular bores and are rotationally symmetrical to a respective center or symmetry axis 28, 29. Bearing elements, such as plain bearings or roller bear ings, can be provided in or at the openings 26, 27.

As mentioned before, the second swing arm element 22A is identical to the first swing arm element 21A, so that a detailed description of the second swing arm

element 22A is not necessary. The swing arm elements 21A, 22A can, for exam ple, be made of a steel alloy, a titanium alloy, an aluminum alloy, a magnesium

alloy, a glass fiber reinforced plastic material, a carbon fiber reinforced plastic material or a combination of these materials.

Fig. 6 shows the detail view VI according to Fig. 3. Fig. 6 shows only a part of the

chassis 2. Fig. 7 shows a schematic top view of the chassis 2. Also, in Fig. 7 only a part of the chassis 2 is shown. Fig. 8 shows a schematic perspective partial view

of the chassis 2. In the following, Fig. 6 to 8 are referred to simultaneously.

Two first swing arm elements 21A, 21B and two second swing arm elements 22A, 22B are provided. The pendulum cross beam 12 is arranged between the two first

swing arm elements 21A, 21B and between the two second swing arm elements 22A, 22B, viewed in the longitudinal direction L. However, only one first swing arm element 21A and only one second swing arm element 22A can be provided.

The swing arm elements 21A, 21B, 22A, 22B are identically constructed.

The first swing arm elements 21A, 21B are each mounted on the chassis frame 3 so that they can rotate about a first axis of rotation 30. For this purpose, an axle element 31 can be provided on the chassis frame 3, which is rotatably mounted in the respective opening 26 of the first receiving section 24 of the first swing arm

elements 21A, 21B. The axle element 31 can be firmly connected to the chassis frame 3. For this purpose, a box-shaped connecting beam 32 can be provided, which is arranged between the longitudinal beams 9, 10 and firmly connected to them, for example welded, riveted, or bolted to them. Alternatively, the axle ele ment 31 can also be rotatably mounted on the chassis frame 3. In this case, the axle element 31 is non-rotatably connected to the first swing arm elements 21A,

21B.

Furthermore, the first swing arm elements 21A, 21B are mounted on the pendu

lum cross beam 12 so that they can rotate about a second axis of rotation 33. For this purpose, a bolt-shaped axle element 34 can be provided on the pendulum

cross beam 12, which is rotatably mounted in the respective opening 27 of the second receiving sections 25 of the first swing arm elements 21A, 21B. Alterna tively, the axle element 34 can also be rotatably mounted on the pendulum cross beam 12. In this case, the axle element 34 is non-rotatably connected to the first

swing arm elements 21A, 21B.

The second swing arm elements 22A, 22B are mounted on the chassis frame 3 and can be rotated about a first axis of rotation 35. For this purpose, the chassis frame 3 can have an axle element 36 which, like the axle element 31, is firmly connected to the connecting beam 32. The axle element 36 is rotatably mounted

in the respective opening 26 of the first receiving sections 24 of the second swing arm elements 22A, 22B. Alternatively, the axle element 36 can also be rotatably mounted on the chassis frame 3. In this case, the axle element 36 is non-rotatably

connected to the second swing arm elements 22A, 22B.

Like the first swing arm elements 21A, 21B, the second swing arm elements 22A, 22B are also mounted on the pendulum cross beam 12 so that they can rotate about a second axis of rotation 37. For this purpose, the pendulum cross beam 12 has an axle element 38 which is rotatably mounted in the respective opening 27

of the second receiving sections 25 of the second swing arm elements 22A, 22B. Alternatively, the axle element 38 can also be rotatably mounted on the pendu

lum cross beam 12. In this case, the axle element 38 is non-rotatably connected to the second swing arm elements 22A, 22B.

The axle element 31 can be described as the first axle element of the chassis

frame 3. The axle element 36 can be described as the second axle element of the chassis frame 3. The axle element 34 can be described as the first axle element of the pendulum cross beam 12. The axle element 38 can be described as the second axle element of the pendulum cross beam 12.

As Figs. 6 and 7 also show, the first two axes of rotation 30, 35 of the swing arm elements 21A, 21B, 22A, 22B are arranged further apart from each other in the transverse direction Q than the second two axes of rotation 33, 37 of the swing arm elements 21A, 21B, 22A, 22B. Thus, the first swing arm elements 21A, 21B

and the second swing arm elements 22A, 22B are positioned obliquely to each other in such a way that the swing arm elements 21A, 21B, 22A, 22B run to

wards each other when viewed against the height direction H and vice versa run away from each other when viewed along the height direction H. The swing arm elements 21A, 21B, 22A, 22B are thus arranged in a V-shape.

An extension 39 of the first swing arm elements 21A, 21B running through the two axes of rotation 30, 33 of the first swing arm elements 21A, 21B and an ex tension 40 of the second swing arm elements 22A, 22B running through the two

axes of rotation 35, 37 of the second swing arm elements 22A, 22B meet or inter sect each other in an instant center of rotation or instantaneous center 41,

whereby both the swing arm elements 21A, 22A as well as the swing arm ele ments 21B, 22B can each be assigned such an instantaneous center 41. These two instantaneous centers 41 of the swing arm elements 21A, 21B, 22A, 22B can lie on a common axis (not shown), which extends along the longitudinal direction L.

In the present case, an "extension" means a straight line running through the

axes of rotation 30, 33 and 35, 37, respectively. By an "instantaneous center" is to be understood that point in space around which a rigid body, for example the pendulum cross beam 12, can be regarded and treated as only rotating. The in stantaneous center 41 is displaceable when the pendulum cross beam 12 is swung. In particular, the instantaneous center 41 is displaced when the pendu lum cross beam 12 is swiveled along the height direction H and along the trans verse direction Q. However, the instantaneous center 41 does not shift along the longitudinal direction L.

Fig. 6 shows the pendulum cross beam 12 once in a neutral or starting position P1 and once in a strongly schematized deflection position P2. Fig. 6 shows only the swing arm elements 21A, 22A. The number of deflection positions P2 is arbi

trary. In the deflection position P2, the reference signs of the deflected compo nents or elements are marked with an upper line. In the deflection position P2, the pendulum cross beam 12', the swing arm elements 21A', 22A', the second axes of rotation 33', 37', the extensions 39', 40' and the instantaneous center 41' are deflected. "Deflected" means displaced in relation to the starting position P1.

When the pendulum cross beam 12 is swiveled from the starting position P1 to the deflection position P2 or to different deflection positions P2, the instantane ous center 41, 41' moves on a trajectory curve 42. The trajectory curve 42 lies in a

plane defined by the height direction H and the transverse direction Q. The tra jectory curve 42 can be circular, elliptical, or oval. This means that the trajectory

curve 42 can be part of a circle, an ellipse, or an oval.

The chassis frame 3, the pendulum cross beam 12, the first swing arm elements 21A, 21B and the second swing arm elements 22A, 22B form a linkage gear 43 of

the chassis 2. Such a linkage gear 43 comprises a frame, one or more swing arms and a coupler. In this case, the chassis frame 3 is the frame of the linkage gear

43, the pendulum cross beam 12, which is not directly connected to the chassis frame 3, is the coupler and the swing arm elements 21A, 21B, 22A, 22B are the swing arms of the linkage gear 43.

As Fig. 6 further shows, the instantaneous center 41, 41' is always positioned be

low the pendulum cross beam 12 or below the chassis frame 3 in every position

P1, P2 viewed in the height direction H. As mentioned before, the height direc tion H is oriented from the axles 5 to 7 in the direction of the chassis frame 3, in

particular in the direction of the pendulum cross beam 12.

The fact that the instantaneous center 41, 41' is always located below the pendu lum cross beam 12 when viewed in the height direction H means that the chassis

frame 3 can be subject to considerable distortion, for example during off-road driving, without excessive forces being applied to the superstructure 8 or exces

sive deformation and stresses occurring in the chassis frame 3 due to the torsion ally rigid superstructure 8. The introduction of high torsional forces into the su perstructure 8is also prevented.

As shown in Fig. 6, the two second axes of rotation 33, 33', 37, 37' of the swing arm elements 21A, 21B, 22A, 22B are positioned between the two first axes of ro tation 30, 35 and the instantaneous center 41, 41'when viewed in the height di

rection H. The first two axes of rotation 30, 35 are positioned at the same height as viewed in the height direction H. Furthermore, the second axes of rotation 33,

37 are also positioned at the same height in the starting position P1, as viewed in the height direction H. In the deflection position P2, however, the two second axes of rotation 33', 37' are positioned at different heights when viewed in the height direction H.

The pendulum cross beam 12 in turn is arranged between the swing arm ele

ments 21A, 21B, 22A, 22B, viewed in the longitudinal direction L. The swing arm elements 21B, 22B, viewed in the longitudinal direction, are arranged between the pendulum cross beam 12 and the chassis frame 3, in particular the connect ing beam 32 of the chassis frame 3. The two axle elements 31, 36 are guided past

the pendulum cross beam 12. In particular, the two axle elements 31, 36 are passed between the two side sections 19, 20. The first two axes of rotation 30, 35 can be arranged below the support sections 14, 15, viewed in the height direction

H.

Fig. 9 shows a schematic rear view of another embodiment of a commercial vehi cle 1. The commercial vehicle 1 as shown in Fig. 9 differs from commercial vehicle 1 as shown in Fig. 1 only in that an alternatively designed pendulum cross beam 12 is provided. Fig. 10 shows a schematic perspective view of the commercial ve

hicle 1 according to Fig. 9. Fig. 11 shows a schematic perspective view of an em bodiment of a chassis 2 for the commercial vehicle 1 according to Fig. 9. In the

following, reference is made to Figs. 9 to 11 simultaneously.

The longitudinal beams 9, 10 can each be connected to several, for example two, profile beams 44, 45 of the chassis 2 extending in the longitudinal direction L.

The pendulum cross beam 12 comprises a first opening 46 through which the axle element 31 passes and a second opening 47 through which the axle element 36 passes. The openings 46, 47 can be oval or rectangular with rounded corners, for

example. The openings 46, 47 completely break through the pendulum cross beam 12 along the longitudinal direction L.

In this embodiment of the pendulum cross beam 12, the cross beam has a flat up per side 18 or a continuous upper belt and again comprises a base section 16 and two side sections 19, 20 arranged on both sides of the base section 16. In this

case, however, the side sections 19, 20 do not extend beyond the upper side 18. On the underside, i.e., facing away from the upper side 18, the pendulum cross

beam 12 comprises a recess or clearance 48, through which a trailer coupling, for example, can be passed. The aforementioned trailer can be coupled to the trailer coupling. The longitudinal beams 9, 10 can be firmly connected to each other by means of a plurality of cross bars or cross beams 49, of which only one is provided with a reference sign in Fig. 11. The cross beams 49 run in the transverse direc tion Q.

As shown in Fig. 12, the pendulum cross beam 12 of the commercial vehicle 1 can

also be deflected from a starting position P1 to any number of deflection positions P2 as shown in Fig. 9.

Fig. 13 shows a schematic perspective partial view of another embodiment of a

chassis 2 for the commercial vehicle 1 according to Fig. 9. The chassis 2 according to Fig. 13 differs from the chassis 2 according to Fig. 11 only in that a spring

and/or damping apparatus 50 is provided, which is arranged between the chassis frame 3 and the pendulum cross beam 12. The spring and/or damping apparatus 50 can, for example, have a cylindrical spring and/or a damping cylinder. For ex ample, the spring and/or damping apparatus 50 is attached to the rear of the pen

dulum cross beam 12 and connects it to the longitudinal beam 10. For this pur pose, a fastening element 51, for example in the form of a steel angle or a bolt, may be provided on the pendulum cross beam 12. The spring and/or damping ap

paratus 50 can also be used on the commercial vehicle 1 as shown in Fig. 1.

Several spring and/or damping apparatuses 50 may be provided. For example, one spring and/or damping apparatus 50 is provided on each side of the chassis frame 3. However, the number of spring and/or damping apparatuses 50 is not limited.

Although the present invention was described by means of embodiments, it can

be modified in many ways.

LIST OF REFERENCE SIGNS

1 Commercial vehicle 2 Chassis

3 Chassis frame 4 Driver's cab 5 Axle

6 Axle

7 Axle 8 Superstructure

9 Longitudinal beam 10 Longitudinal beam 11 Cross beam

12 Pendulum cross beam

12' Pendulum cross beam 13 Superstructure support apparatus

14 Support section

15 Support section

16 Base section

17 Lower side

18 Upper side

19 Side section

20 Side section

21A Swing arm element

21A' Swing arm element

21B Swing arm element

22A Swing arm element

22A' Swing arm element

22B Swing arm element

23 Base section

24 Receiving section 25 Receiving section

26 Opening 27 Opening

28 Symmetry axis

29 Symmetry axis

30 Axis of rotation

31 Axle element

32 Connecting beam

33 Axis of rotation

33' Axis of rotation

34 Axle element

35 Axis of rotation

36 Axle element

37 Axis of rotation

37' Axis of rotation

38 Axle element

39 Extension

39' Extension

40 Extension

40' Extension

41 Instantaneous center

41' Instantaneous center

42 Trajectory curve

43 Linkage gear

44 Profile beam 45 Profile beam 46 Opening 47 Opening

48 Clearance

49 Cross beam

50 Spring and/or damping apparatus 51 Fastening element

g Gravity direction H Height direction L Longitudinal direction

P1 Starting position

P2 Deflection position

Q Transverse direction

Claims

1. Chassis for a commercial vehicle, in particular for a military commercial ve hicle, comprising a chassis frame extending along a longitudinal direction of the chassis,

a cross beam firmly connected to the chassis frame for supporting an inter changeable superstructure which can be placed on the chassis, a pendulum cross beam pivotably mounted on the chassis frame for support

ing the superstructure, a first swing arm element which is rotatably mounted on the chassis frame about a first axis of rotation and which is rotatably mounted on the pendulum

cross beam about a second axis of rotation, and a second swing arm element which is rotatably mounted on the chassis frame about a first axis of rotation and which is rotatably mounted on the pendu

lum cross beam about a second axis of rotation, wherein an extension of the first swing arm element and an extension of the second swing arm element intersect one another at an instantaneous center

which is positioned below the pendulum cross beam, as viewed in a height direc tion of the chassis, and wherein the two second axes of rotation of the swing arm elements are posi

tioned between the two first axes of rotation of the swing arm elements and the instantaneous center as viewed in the height direction.

2. Chassis according to claim 1, wherein the two first axes of rotation of the swing arm elements, viewed in a transverse

direction of the chassis, are arranged at a greater distance from one another than the two second axes of rotation of the swing arm elements so that the first swing arm element and the second swing arm element are positioned obliquely to each

other.

3. Chassis according to claim 2, wherein the first swing arm element and the second swing arm element are positioned obliquely with respect to one another such that the first swing arm element and

the second swing arm element run towards one another.

4. Chassis according to one of claims 1 - 3, wherein the two first axes of rotation of the swing arm elements are positioned at the same height as viewed in the height direction, the two second axes of rotation of

the swing arm elements being positioned at the same height as viewed in the height direction in a starting position of the pendulum cross beam.

5. Chassis according to one of claims 1 - 4, wherein in each case two first swing arm elements and two second swing arm elements

are provided, the pendulum cross beam being arranged, as viewed in the longitu dinal direction, in each case between the two first swing arm elements and be tween the two second swing arm elements.

6. Chassis according to one of claims 1 - 5, wherein

the first swing arm element is mounted rotatably about its first axis of rotation on a first axle element attached to the chassis frame, the second swing arm ele ment being mounted rotatably about its first axis of rotation on a second axle ele

ment attached to the chassis frame.

7. Chassis according to claim 6, wherein the first axle element and the second axle element, as viewed in the longitudinal direction, are guided past or through the pendulum cross beam.

8. Chassis according to claim 7, wherein

the pendulum cross beam comprises a first side section, a second side section and a base section arranged between the first side section and the second side section, wherein the first side section and the second side section extend out over an up

per side of the base section, and wherein the first axle element and the second axle element are passed between the first side section and the second side section past the pendulum cross beam.

9. Chassis according to claim 7, wherein

the pendulum cross beam comprises a first opening through which the first axle element is passed and a second opening through which the second axle element is passed.

10. Chassis according to one of claims 1 - 9, characterized in that

the cross beam is arranged at the front on the chassis frame, the pendulum cross beam being arranged at the rear of the chassis frame.

11. Chassis according to one of claims 1 - 10, wherein a spring and/or damping apparatus which is arranged between the chassis frame

and the pendulum cross beam.

12. Commercial vehicle, in particular military commercial vehicle, comprising a

chassis according to one of claims 1 - 11.

13. Commercial vehicle according to claim 12,

further comprising an interchangeable superstructure, which is placed on the cross beam and on the pendulum cross beam.

4

Fig. 1 8 1 / 12

2 3 g 5 6 7

H

Q L Fig. 1

H L

Q 15 3 9 10 2 / 12

14 14

11 12

13

Fig. 2

3 / 12

1

VI 18 16 9 8 3 10

14 15 21A 22A 12

19 20

2 17 7

H

Q L

Fig. 3

4 / 12

21A 21A

V 26 24 24

28

26

23 23

29

27

27 V 25

Fig. 4 Fig. 5

5 / 12

2

43 21A 3 22A 12,P1 30

9

35 33' 12',P2 22A' 37

37'

21A' 33 40'

39' 39

40 41' 42 41 H

Q L

Fig. 6

6 / 12

2

31 9 32 3

36

12

21B 22B

38

21A 34 22A 30 33 35 37 Q H

L

Fig. 7

H

Q L

9 3 32

36 22B 7 / 12

12 31 21B

22A

21A

Fig. 8

8 / 12

1

3 18 16 8

14 15 21A 22B 12 19 20

2 7 H

Q L

Fig. 9

8 10

22A 9 / 12

11 12 21A 48

45 44 H

6 7 2 Q L Fig. 10

H 11

3 Q L 49 9 18 12 15 32 10 / 12

36

20 10 47 31 22A 14 46 48 16 19 21A

Fig. 11

11 / 12

2

12', P2 47 21A'

22A' 12, P1 46 22A 21A

H

Q L

Fig. 12

10 2

H

Q 14 L

19 12 / 12

12 9 51 48 50

15 20 32

Fig. 13