EP1181185A1 - Four-wheel drive motor vehicle with articulated vehicle steering - Google Patents
Four-wheel drive motor vehicle with articulated vehicle steeringInfo
- Publication number
- EP1181185A1 EP1181185A1 EP00938293A EP00938293A EP1181185A1 EP 1181185 A1 EP1181185 A1 EP 1181185A1 EP 00938293 A EP00938293 A EP 00938293A EP 00938293 A EP00938293 A EP 00938293A EP 1181185 A1 EP1181185 A1 EP 1181185A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- transfer case
- joint
- motor vehicle
- articulated
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Ceased
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D59/00—Trailers with driven ground wheels or the like
- B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D53/00—Tractor-trailer combinations; Road trains
- B62D53/005—Combinations with at least three axles and comprising two or more articulated parts
Definitions
- the invention relates to a motor vehicle with all-wheel drive and articulated steering, consisting of a front end, a rear end and a drive train, the front end and the rear end being movably connected to one another via an articulated joint and a roller joint, and the drive train comprising a motor transmission unit, a transfer case and driven axes, which are connected to each other by cardan shafts.
- Motor vehicles with all-wheel drive and articulated steering are mainly used as heavy-duty construction vehicles, with the driver's cab, the motor-gear unit and the hydraulic unit required for steering, among other things, on the front end and a large body with hydraulic tipping device on the rear end.
- the front end has an unguided, driven, rigid front axle, while the rear end usually has two rear axles that are also arranged in tandem.
- a roller joint is also required between the two vehicle parts in order to allow the axles to be set off-road.
- first the rigidity of the articulated joint and the roller joint
- secondly the driving characteristics (safety against tipping, cornering with regard to steering stability as well also drive uniformity); and thirdly, the operational safety of the line connections (hydraulic and electrical) between the front and rear section.
- the first requires a long vertical articulation axis; the second, above all, the shortest possible front end, and the third, minimizing and protecting the connection cables. All of these place demands on the planning of the drive train.
- the transfer case is housed throughout in the front end. This lengthens the front end and complicates the final drive because the short distance to the front axle requires an extremely short drive shaft, which affects the uniformity of the drive, and because the drive connection to the rear end has to overcome the articulated joint and the roller joint.
- the roller joint In the MOXY dump truck, the roller joint is located in front of the articulated joint, which also requires an extremely short PTO shaft and also an arrangement of the steering cylinders behind the roller joint, which requires the hydraulic hoses to be guided over both joints; they are so exposed, heavily used and tear when the vehicle tilts.
- This version reduces the tipping stability because considerable reaction forces are introduced into the front body when turning and rolling the rear body.
- the solution according to the invention is that the roller joint is arranged behind the articulated joint and the transfer case is arranged in an intermediate section between the articulated joint and the roller joint.
- the transfer case is therefore behind the articulated joint, which enables the short front end (without extremely short cardan shafts) that is desirable for the steering and driving behavior.
- the short kink length achieved in this way is not only particularly advantageous for the driving properties. It also allows longer cardan shafts, especially to the rear. As a result, the deflection angle of the cardan shaft caused by the difference in height is smaller, or the total wheelbase can be shortened, or there is still room for a parking brake in the rear section.
- the steering cylinders and emergency steering can also be accommodated on the front end. It is therefore no longer necessary to run vulnerable steering hoses over the joints, only the hydraulic lines for tipping the trough have to be guided through the roller joint.
- the front carriage and the rear carriage are connected to one another via the intermediate wing which forms part of the articulated joint at the front and part of the roller joint at the rear and in which the transfer case is mounted (claim 2).
- the intermediate tract is in any case as long as the transfer case, it can therefore be generously dimensioned and thus also allows a strong design of both joints; the articulated joint with a large vertical extension and the roller joint with a large horizontal extension. Because of the latter, the internal rotary entries for the hydraulic line to the tipping cylinders of the body are easy.
- the transfer case of which has an input shaft and a front and a rear output shaft, the input shaft is connected to the motor gear unit and the front output shaft is connected to the front axle via a universal joint shaft and the rear output shaft is connected to the roller joint in Essentially coaxial (claim 3).
- the first two cardan shafts run through the articulated joint, which, due to the kinematically favorable W constellation of the cardan shafts, does not ensure the uniformity of the drive impaired, and the output shaft can be beautifully supported in the roller joint without limiting its length.
- the rear output shaft of the transfer case is arranged higher than the front output shaft (claim 4). This allows a structurally favorable design of the intermediate wing and the frame parts of the rear end adjoining it at the rear with the propeller shaft arranged deeply to the front axle. As a result, the articulated joint can again be particularly high and stiff.
- the cardan shafts between the motor gear unit and transfer case and between the transfer case and the front axle are approximately halved by the axis of the articulated joint (claim 5).
- the deflection angles at both joints of the cardan shafts are always the same, which always ensures the ideal W constellation and thus the uniformity of the drive.
- Fig. 1 A partial side view of the vehicle according to the invention
- Fig. 2 A partial top view of the vehicle according to the invention
- Fig. 3 An enlarged side view in a first variant
- Fig. 4 An enlarged side view in a second variant.
- Fig.l 2
- the frame 2 of the front carriage 1 carries a front axle 3 which Support body 5 of the rear carriage 4 has at least one, but usually two rear axles 6, 6 '. All axles are driven, the steering is done by moving the two parts to each other about a vertical axis.
- an articulated joint 7 is provided. It forms a vertical axis in the middle of the vehicle, the articulation axis.
- a motor transmission unit 11 is mounted in the known manner, the drive train emanating from it further consists in an intermediate shaft 12, a first universal joint shaft 13 bridging the articulated joint 7, one on it
- the front axle is a rigid axle, which is resiliently supported on the frame 2 and is
- the intermediate tract 8 is a rigid body and is usually designed as a steel structure. On its front end face it has ears 29 which are connected by bolts 26, 28 form an upper pivot bearing 25 and a lower pivot bearing 27. The distance between these two articulated bearings 25, 27 should be as large as possible.
- the intermediate tract 8 receives the transfer case 14.
- it has bearing blocks, not shown, in which the transfer case is supported, either completely or via silent blocks, not shown.
- the transfer case 14 is preferably moved backwards in the intermediate piece. In this way, the input shaft 30 of the transfer case 14 is very far behind, and the first propeller shaft 13 can be made relatively long.
- the transfer case has a front output shaft 31 to which the second propeller shaft 15 connects and a rear output shaft 32 to which the cardan shaft 16 connects for driving the rear axles.
- the front output shaft is advantageously as deep as possible, at the level of the front axle 3, and the rear output shaft
- roller joint 9 is not shown in more detail because different designs are known and the spatial conditions are only slightly limited due to the invention.
- the articulated joint is arranged in front of the roller joint, the master steering cylinders (not shown) can be fixedly arranged on the front end.
- the transfer case arranged in the intermediate tract 8 can, for example, have a flanged-on oil pump 43 for the tilting hydraulics of the trough, which pressurizes the pressure medium via a not shown
- the invention favors various designs and arrangements of the hydraulics.
- the entire hydraulic system including the steering hydraulics, can be located in the intermediate wing housed and driven from the transfer case.
- connecting hoses for pressure oil are no longer required if the connection to the rear carriage is made via rotary entries. This means that even a rollover of the rear end cannot put the hydraulics out of operation.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
Abstract
The invention relates to a four-wheel drive motor vehicle, wherein the front carriage and the rear carriage are movably connected to one another by means of a center pivot steering (7, 26) and a roll articulation (9) and the drive train comprises a motor-transmission unit (11), a transfer case (14) and driven axles (3, 6, 6'; 23), which are connected to one another by means of articulated shafts or to the transfer case. The invention aims at further improving handling performance and operational safety of said vehicle. To this end, the roll articulation (9) is disposed behind the center pivot steering (7, 26) and the transfer case (14) is mounted in an intermediate section (8) between the center pivot steering (7, 26) and the roll articulation (9). The front carriage (1) and the rear carriage (4) are connected to one another by means of the intermediate section (8) in which the transfer case (14) is mounted.
Description
KRAFTFAHRZEUG MIT ALLRADANTRIEB UND KNICKLENKUNG MOTOR VEHICLE WITH ALL-WHEEL DRIVE AND ARTICULATED STEERING
Die Erfindung handelt von einem Kraftfahrzeug mit Allradantrieb und Knicklenkung, bestehend aus einem Vorderwagen, einem Hinterwagen und einem Antriebsstrang, wobei der Vorderwagen und der Hinterwagen über ein Knickgelenk und ein Rollgelenk miteinander beweglich verbunden sind und der Antriebsstrang aus einer Motor-Getriebeeinheit, einem Verteilergetriebe und angetriebenen Achsen besteht, welche jeweils durch Gelenkwellen miteinander verbunden sind.The invention relates to a motor vehicle with all-wheel drive and articulated steering, consisting of a front end, a rear end and a drive train, the front end and the rear end being movably connected to one another via an articulated joint and a roller joint, and the drive train comprising a motor transmission unit, a transfer case and driven axes, which are connected to each other by cardan shafts.
Kraftfahrzeuge mit Allradantrieb und Knicklenkung werden vorwiegend als überschwere Baufahrzeuge eingesetzt, wobei sich am Vorderwagen das Fahrerhaus, die Motor-Getriebeeinheit und die unter anderem zum Lenken benötigte Hydraulikeinheit und am Hinterwagen eine Großraummulde mit hydraulischer Kippvorrichtung befindet. Der Vorderwagen besitzt eine ungelenkte angetriebene starre Vorderachse, der Hinterwagen meist zwei im Tandem angeordnete ebenfalls angetriebene Hinterachsen. Zwischen den beiden Fahrzeugteilen ist nebst dem Knickgelenk auch ein Rollgelenk nötig, um im Gelände ein Verschränken der Achsen zu erlauben.Motor vehicles with all-wheel drive and articulated steering are mainly used as heavy-duty construction vehicles, with the driver's cab, the motor-gear unit and the hydraulic unit required for steering, among other things, on the front end and a large body with hydraulic tipping device on the rear end. The front end has an unguided, driven, rigid front axle, while the rear end usually has two rear axles that are also arranged in tandem. In addition to the articulated joint, a roller joint is also required between the two vehicle parts in order to allow the axles to be set off-road.
Bei der Konstruktion eines solchen Fahrzeuges sind drei Problemfelder besonders zu beachten: Erstens die Steifigkeit des Knickgelenkes und des Rollgelenkes; zweitens die Fahreigenschaften (Kippsicherheit, Kurvengang sowohl hinsichtlich Lenkstabilität als
auch Gleichförmigkeit des Antriebes); und drittens die Betriebssicherheit der Leitungsverbindungen (hydraulische und elektrische) zwischen Vorder- und Hinterwagen. Das erste erfordert eine lange vertikale Knickachse; das zweite vor allem einen möglichst kurzen Vorderwagen und das dritte eine Minimierung und geschützte Unterbringung der Verbindungsleitungen. Alle diese stellen Anforderungen an die Disposition des Antriebsstranges .When designing such a vehicle, three problem areas have to be considered in particular: first, the rigidity of the articulated joint and the roller joint; secondly, the driving characteristics (safety against tipping, cornering with regard to steering stability as well also drive uniformity); and thirdly, the operational safety of the line connections (hydraulic and electrical) between the front and rear section. The first requires a long vertical articulation axis; the second, above all, the shortest possible front end, and the third, minimizing and protecting the connection cables. All of these place demands on the planning of the drive train.
Bei aus der Praxis bekannten gattungsgemäßen Fahrzeugen ist das Verteilergetriebe durchwegs im Vorderwagen untergebracht. Das verlängert den Vorderwagen und ersch- wert den Achsantrieb, weil der geringe Abstand zur Vorderachse eine extrem kurze Gelenkwelle erfordert, was die Gleichförmigkeit des Antriebes beeinträchtigt, und weil die Antriebsverbindung zum Hinterwagen das Knickgelenk und das Rollgelenk überwinden muß.In generic vehicles known from practice, the transfer case is housed throughout in the front end. This lengthens the front end and complicates the final drive because the short distance to the front axle requires an extremely short drive shaft, which affects the uniformity of the drive, and because the drive connection to the rear end has to overcome the articulated joint and the roller joint.
Bei dem Dump Truck von VOLVO sind Knickgelenk und Rollgelenk beinahe auf der gleichen Länge des Fahrzeuges vorgesehen, ersteres etwas vor dem zweiten, und - wegen der Kürze des Vorderwagens - sehr nahe am Verteilergetriebe. Das ergibt eine extrem kurze Gelenkwelle durch das Knickgelenk mit ihren bekannten Nachteilen.With the dump truck from VOLVO, the articulated joint and roller joint are provided on almost the same length of the vehicle, the former somewhat before the second, and - due to the shortness of the front end - very close to the transfer case. This results in an extremely short PTO shaft due to the articulated joint with its known disadvantages.
Bei dem Dump Truck von MOXY ist das Rollgelenk überhaupt vor dem Knickgelenk angeordnet, was ebenfalls eine extrem kurze Gelenkwelle erfordert und zudem eine Anordnung der Lenkzylinder hinter dem Rollgelenk, was eine Führung der Hydraulikschläuche über beide Gelenke erfordert; sie sind so sehr exponiert, stark beansprucht und reissen beim Kippen des Fahrzeuges. Dabei verringert diese Ausführung die Kipp- Stabilität, weil beim Einlenken und Rollen des Hinterwagens erhebliche Reaktionskräfte in den Vorderwagen eingeleitet werden.In the MOXY dump truck, the roller joint is located in front of the articulated joint, which also requires an extremely short PTO shaft and also an arrangement of the steering cylinders behind the roller joint, which requires the hydraulic hoses to be guided over both joints; they are so exposed, heavily used and tear when the vehicle tilts. This version reduces the tipping stability because considerable reaction forces are introduced into the front body when turning and rolling the rear body.
Es ist daher Ziel der Erfindung, gattungsgemäße Fahrzeuge so auszubilden, daß eine in den drei oben aufgezählten Problemfeldern optimale Lösung gefunden wird, also vor allem gute Fahreigenschaften bei hoher Betriebssicherheit, wozu die Knickachse möglichst weit vorne sein soll.
Die erfindungsgemäße Lösung besteht darin, daß das Rollgelenk hinter dem Knickgelenk und das Verteilergetriebe in einem Zwischentrakt zwischen Knickgelenk und Rollgelenk angeordnet ist. Das Verteilergetriebe ist somit hinter dem Knickgelenk, was den für das Lenk- und Fahrverhalten erwünschten kurzen Vorderwagen (ohne extrem kurze Gelenkwellen) ermöglicht. Die so erzielte kurze Knicklänge ist nicht nur für die Fahreigenschaften besonders vorteilhaft. Sie erlaubt auch längere Gelenkwellen, insbesondere nach hinten. Dadurch sind die durch den Höhenunterschied bedingten Auslenkwinkel der Gelenkwelle kleiner, oder es kann der Gesamtradstand verkürzt werden, oder aber es bleibt Raum für eine Feststellbremse im Hinterwagen.It is therefore the aim of the invention to design generic vehicles in such a way that an optimal solution is found in the three problem areas listed above, that is, above all, good driving properties with high operational safety, for which purpose the articulation axis should be as far forward as possible. The solution according to the invention is that the roller joint is arranged behind the articulated joint and the transfer case is arranged in an intermediate section between the articulated joint and the roller joint. The transfer case is therefore behind the articulated joint, which enables the short front end (without extremely short cardan shafts) that is desirable for the steering and driving behavior. The short kink length achieved in this way is not only particularly advantageous for the driving properties. It also allows longer cardan shafts, especially to the rear. As a result, the deflection angle of the cardan shaft caused by the difference in height is smaller, or the total wheelbase can be shortened, or there is still room for a parking brake in the rear section.
Nebst der Hydraulikanlage können so auch die Lenkzylinder und die Notlenkung am Vorderwagen untergebracht sein. Es brauchen somit keine verletzlichen Lenkschläuche mehr über die Gelenke geführt werden, lediglich die Hydraulikleitungen zum Kippen der Mulde müssen durch das Rollgelenk geführt werden.In addition to the hydraulic system, the steering cylinders and emergency steering can also be accommodated on the front end. It is therefore no longer necessary to run vulnerable steering hoses over the joints, only the hydraulic lines for tipping the trough have to be guided through the roller joint.
In einer bevorzugten Ausführungsform sind Vorderwagen und Hinterwagen über den Zwischentrakt miteinander verbunden, der vorne den einen Teil des Knickgelenkes und hinten den einen Teil des Rollgelenkes bildet und in dem das Verteilergetriebe gelagert ist (Anspruch 2). Der Zwischentrakt ist jedenfalls so lang wie das Verteilergetriebe, er kann daher üppig dimensioniert sein und erlaubt so auch eine kräftige Ausbildung beider Gelenke; des Knickgelenkes mit großer vertikaler und des Rollgelenkes mit großer horizontaler Erstreckung. Wegen letzterer ist die innere Dreheintragungen für die Hydraulikleitung zu den Kippzylindern der Mulde problemlos.In a preferred embodiment, the front carriage and the rear carriage are connected to one another via the intermediate wing which forms part of the articulated joint at the front and part of the roller joint at the rear and in which the transfer case is mounted (claim 2). The intermediate tract is in any case as long as the transfer case, it can therefore be generously dimensioned and thus also allows a strong design of both joints; the articulated joint with a large vertical extension and the roller joint with a large horizontal extension. Because of the latter, the internal rotary entries for the hydraulic line to the tipping cylinders of the body are easy.
In Weiterbildung der Erfindung hinsichtlich des Antriebsstranges, desssen Verteilergetriebe eine Eingangswelle und eine vordere und eine hintere Ausgangswelle besitzt, sind die Eingangswelle mit der Motor-Getriebeeinheit und die vordere Ausgangswelle mit der Vorderachse jeweils über eine Gelenkwelle verbunden und die hintere Ausgangswelle ist mit dem Rollgelenk im Wesentlichen koachsial (Anspruch 3). Die beiden ersteren Gelenkwellen führen durch das Knickgelenk, was wegen der kinematisch günstigen W-Konstellation der Gelenkwellen die Gleichförmigkeit des Antriebes nicht
beeinträchtigt, und die Ausgangswelle kann im Rollgelenk ohne Beschränkung ihrer Länge schön gelagert sein.In a further development of the invention with regard to the drive train, the transfer case of which has an input shaft and a front and a rear output shaft, the input shaft is connected to the motor gear unit and the front output shaft is connected to the front axle via a universal joint shaft and the rear output shaft is connected to the roller joint in Essentially coaxial (claim 3). The first two cardan shafts run through the articulated joint, which, due to the kinematically favorable W constellation of the cardan shafts, does not ensure the uniformity of the drive impaired, and the output shaft can be beautifully supported in the roller joint without limiting its length.
In einer vorteilhaften Weiterbildung ist die hintere Ausgangswelle des Verteiler- getriebes höher als die vordere Ausgangswelle angeordnet (Anspruch 4). Das erlaubt eine statisch günstige Gestaltung des Zwischentraktes und der hinten daran anschließenden Rahmenteile des Hinterwagens bei tief angeordneter Gelenkwelle zur Vorderachse. Dadurch wieder kann das Knickgelenk besonders hoch und steif ausgebildet sein.In an advantageous development, the rear output shaft of the transfer case is arranged higher than the front output shaft (claim 4). This allows a structurally favorable design of the intermediate wing and the frame parts of the rear end adjoining it at the rear with the propeller shaft arranged deeply to the front axle. As a result, the articulated joint can again be particularly high and stiff.
Zur Verfeinerung der Erfindung werden die Gelenkwellen zwischen Motor-Getriebeeinheit und Verteilergetriebe sowie zwischen Verteilergetriebe und der Vorderachse von der Achse des Knickgelenkes ungefähr halbiert (Anspruch 5). Die Auslenkwinkel an beiden Gelenken der Gelenkwellen sind so immer gleich, was immer die ideale W- Konstellation und damit die Gleichförmigkeit des Antriebes sichert.To refine the invention, the cardan shafts between the motor gear unit and transfer case and between the transfer case and the front axle are approximately halved by the axis of the articulated joint (claim 5). The deflection angles at both joints of the cardan shafts are always the same, which always ensures the ideal W constellation and thus the uniformity of the drive.
Schließlich liegt es noch im Rahmen der Erfindung, die Vorderachse starr mit dem Vorderwagen verbunden auszuführen, wobei die Räder an dieser einzeln vertikal beweglich geführt sind (Anspruch 6). Die Gelenkwelle zwischen Verteilergetriebe und dem am Vorderwagen befestigten Differential der Vorderachse ist dann nur mehr Winkeländerungen in der horizontalen Ebene (W-Konstellation) ausgesetzt und überhaupt nicht mehr den kinematisch ungünstigeren in der vertikalen Ebene (Z- Konstellation).Finally, it is still within the scope of the invention to make the front axle rigidly connected to the front carriage, the wheels on which are individually guided vertically (claim 6). The PTO shaft between the transfer case and the front axle differential attached to the front end is then only exposed to changes in angle in the horizontal plane (W constellation) and no longer at all to the less kinematically more favorable in the vertical plane (Z constellation).
Im Folgenden wird die Erfindung anhand von Abbildungen beschrieben und erläutert. Es stellen dar:The invention is described and explained below with the aid of figures. They represent:
Fig. 1 : Eine teilweise Seitenansicht des erfindungsgemäßen Fahrzeuges, Fig. 2: Eine teilweise Draufsicht auf das erfmdungsgemäße Fahrzeug, Fig. 3: Eine vergrößerte Seitenansicht in einer ersten Variante, Fig. 4: Eine vergrößerte Seitenansicht in einer zweitenVariante.Fig. 1: A partial side view of the vehicle according to the invention, Fig. 2: A partial top view of the vehicle according to the invention, Fig. 3: An enlarged side view in a first variant, Fig. 4: An enlarged side view in a second variant.
In den Fig.l, 2 ist der Vorderwagen summarisch mit 1 und der Hinterwagen summarisch mit 4 bezeichnet. Der Rahmen 2 des Vorderwagens 1 trägt eine Vorderachse 3, der
Tragkörper 5 des Hinterwagens 4 besitzt mindestens eine, üblicherweise aber zwei Hinterachsen 6, 6'. Alle Achsen sind angetrieben, die Lenkung erfolgt durch Bewegung der beiden Teile zueinander um eine vertikale Achse. Dazu ist ein Knickgelenk 7 vorgesehen. Es bildet eine in Fahrzeugmitte gelegene vertikale Achse, die Knickachse. 5 Vor der Knickachse befindet sich der Vorderwagen, hinter dieser ein Zwischentrakt 8, dessen vorderes Ende einen Teil des Knickgelenkes 7 und dessen hinteres Ende ein Rollgelenk 9 bildet, das eine Verdrehung von Vorderwagen 1 und Hinterwagen 4 gegeneinander um eine vertikale Achse erlaubt. Es nimmt im Gelände eine Verschränkung der kaum bis gar nicht gefederten Achsen gegeneinander auf. Die Rollachse ist mit 10 10 bezeichnet.In Fig.l, 2, the front car is summarized with 1 and the rear car with 4 summarily. The frame 2 of the front carriage 1 carries a front axle 3 which Support body 5 of the rear carriage 4 has at least one, but usually two rear axles 6, 6 '. All axles are driven, the steering is done by moving the two parts to each other about a vertical axis. For this purpose, an articulated joint 7 is provided. It forms a vertical axis in the middle of the vehicle, the articulation axis. 5 In front of the articulation axis is the front car, behind it an intermediate wing 8, the front end of which forms part of the articulated joint 7 and the rear end of which is a roller joint 9, which allows front car 1 and rear car 4 to be rotated relative to one another about a vertical axis. In terrain, it interlaces the axles, which are hardly or not at all sprung, against each other. The roll axis is designated 10 10.
Im Rahmen 2 des Vorderwagens 1 ist eine Motorgetriebeeinheit 11 in der bekannten Weise gelagert, der von ihr ausgehende Antriebsstrang besteht weiter in einer Zwischenwelle 12, einer das Knickgelenk 7 überbrückenden ersten Gelenkwelle 13, einem daranIn the frame 2 of the front end 1, a motor transmission unit 11 is mounted in the known manner, the drive train emanating from it further consists in an intermediate shaft 12, a first universal joint shaft 13 bridging the articulated joint 7, one on it
15 anschließenden Verteilergetriebe 14 und schließlich einer zur Vorderachse führenden zweiten Gelenkwelle 15 und einer zu der/den Hinterachse(n) 6 führenden Kardanwelle 16. Die beiden Gelenkwellen 13, 15 sind mittig angeordnet und werden in ihrer Länge von der Achse des Knickgelenkes 7 halbiert. Die Vorderachse ist in der gezeigten Ausführung eine Starrachse, die an dem Rahmen 2 federnd abgestützt und über Schub-15 subsequent transfer case 14 and finally a second drive shaft 15 leading to the front axle and a propeller shaft 16 leading to the rear axle (s) 6. The two drive shafts 13, 15 are arranged in the center and are halved in length by the axis of the articulated joint 7. In the embodiment shown, the front axle is a rigid axle, which is resiliently supported on the frame 2 and is
20 Stangen 17 geführt ist. Wesentlich für die Erfindung ist, daß das Knickgelenk 7 in erheblicher Entfernung 18 vor dem Rollgelenk 9 angeordnet ist.20 rods 17 is guided. It is essential for the invention that the articulated joint 7 is arranged at a considerable distance 18 in front of the roller joint 9.
Fig.3 zeigt die wesentlichen Teile vergrößert, wobei in einer Variante zu Fig.l, 2 der Rahmen 2 des Vorderwagens einen nach unten reichenden Achsbock 20 aufweist, mit 25 dem ein Achsdifferential 21 der Vorderachse 23 fest verbunden ist. Die Räder selbst können dann in bekannter Weise von nicht dargestellten Querlenkern geführt und über weitere nicht dargestellte Gelenkwellen angetrieben, unabhängig aufgehängt sein. Sonst ist alles wie in den Fig. 1, 2.3 shows the essential parts enlarged, whereby in a variant of Fig.l, 2, the frame 2 of the front end has a downward-extending axle bracket 20, with which an axle differential 21 of the front axle 23 is fixedly connected. The wheels themselves can then be guided in a known manner by wishbones, not shown, and driven by further drive shafts, not shown, independently suspended. Otherwise everything is as in FIGS. 1, 2.
30 Der Zwischentrakt 8 ist ein steifer Körper, und in der Regel als Stahlkonstruktion ausgeführt. An seiner vorderen Stirnfläche besitzt er Ohren 29, die über Bolzen 26, 28
ein oberes Knicklager 25 und ein unteres Knicklager 27 bilden. Der Abstand zwischen diesen beiden Knicklagern 25, 27 soll möglichst groß sein.30 The intermediate tract 8 is a rigid body and is usually designed as a steel structure. On its front end face it has ears 29 which are connected by bolts 26, 28 form an upper pivot bearing 25 and a lower pivot bearing 27. The distance between these two articulated bearings 25, 27 should be as large as possible.
Der Zwischentrakt 8 nimmt das Verteilergetriebe 14 auf. Dazu weist er nicht dargestell- 5 te Lagerböcke auf, in denen das Verteilergetriebe abgestützt ist, entweder ganz fest oder über nicht dargestellte Silentblocks. Um möglichst lange Gelenkwellen 13, 15 zu erhalten, ist das Verteilergetriebe 14 vorzugsweise im Zwischenstück nach hinten gerückt. Auf diese Weise ist die Eingangswelle 30 des Verteilergetriebes 14 sehr weit hinten, und die erste Gelenkwelle 13 kann relativ lange ausgeführt werden.The intermediate tract 8 receives the transfer case 14. For this purpose, it has bearing blocks, not shown, in which the transfer case is supported, either completely or via silent blocks, not shown. In order to obtain the longest possible drive shafts 13, 15, the transfer case 14 is preferably moved backwards in the intermediate piece. In this way, the input shaft 30 of the transfer case 14 is very far behind, and the first propeller shaft 13 can be made relatively long.
1010
Weiters besitzt das Verteilergetriebe eine vordere Ausgangswelle 31 an die die zweite Gelenkwelle 15 anschließt und eine hintere Ausgangswelle 32 an die die Kardanwelle 16 für den Antrieb der Hinterachsen anschließt. Vorteilhafterweise ist die vordere Ausgangswelle möglichst tief, auf Höhe der Vorderachse 3, und die hintere AusgangswelleFurthermore, the transfer case has a front output shaft 31 to which the second propeller shaft 15 connects and a rear output shaft 32 to which the cardan shaft 16 connects for driving the rear axles. The front output shaft is advantageously as deep as possible, at the level of the front axle 3, and the rear output shaft
15 32 etwas höher, in der Rollachse, angeordnet. Das ergibt in dem gezeigten Ausführungsbeispiel einen gerade an das Rollgelenk 9 anschließenden Tragteil 5 des Hinterwagens 4 und eine durch die Kardanwelle 16 nur wenig beeinträchtigte Bodenfreiheit. Die Höhendifferenz zwischen den beiden Ausgangswellen 31, 32 ist mit 33 bezeichnet. Die Ausfuhrung des Rollgelenkes 9 ist nicht näher dargestellt, weil verschiedene Bauweisen 0 bekannt und die Raumverhältnisse erfindungsbedingt nur wenig beschränkt sind.15 32 slightly higher, in the roll axis. In the exemplary embodiment shown, this results in a supporting part 5 of the rear end 4 which is just connected to the roller joint 9 and a ground clearance which is only slightly impaired by the cardan shaft 16. The height difference between the two output shafts 31, 32 is designated 33. The design of the roller joint 9 is not shown in more detail because different designs are known and the spatial conditions are only slightly limited due to the invention.
Die Ausfuhrungsform der Fig.4 unterscheidet sich von den vorhergehenden dadurch, daß das Verteilergetriebe 40 die beiden Ausgangswellen 41, 42 zur Vorder- bzw Hinterachse auf gleicher Höhe hat. Der Lenkmechanismus und die sonstigen Verbin-The embodiment of Figure 4 differs from the previous one in that the transfer case 40 has the two output shafts 41, 42 to the front and rear axles at the same height. The steering mechanism and the other connections
25 dungsleitungen zwischen Vorder- und Hinterwagen sind im Detail nicht dargestellt. Weil das Knickgelenk vor dem Rollgelenk angeordnet ist, können die nicht gezeigten Hauptlenkzylinder fest am Vorderwagen angeordnet sein. Das im Zwischentrakt 8 angeordnete Verteilergetriebe kann beispielsweise eine angeflanschte Ölpumpe 43 für die Kipphydraulik der Mulde aufweisen, die Druckmedium über eine nicht dargestellte,25 lines between the front and rear car are not shown in detail. Because the articulated joint is arranged in front of the roller joint, the master steering cylinders (not shown) can be fixedly arranged on the front end. The transfer case arranged in the intermediate tract 8 can, for example, have a flanged-on oil pump 43 for the tilting hydraulics of the trough, which pressurizes the pressure medium via a not shown
30 weil an sich bekannte, Dreheintragung zum Hinterwagen liefern.30 because it is known to provide rotary entry to the rear end.
Die Erfindung begünstigt verschiedene Ausführungen und Anordnungen der Hydraulik. So kann etwa die gesamte Hydraulik inklusive der Lenkhydraulik im Zwischentrakt
untergebracht und vom Verteilergetriebe aus angetrieben sein. Dadurch sind überhaupt keine Verbindungsschläuche für Drucköl mehr erforderlich, wenn die Verbindung zum Hinterwagen über Dreheintragungen erfolgt. So kann sogar ein Überschlag des Hinterwagens die Hydraulik nicht ausser Betrieb setzen.
The invention favors various designs and arrangements of the hydraulics. For example, the entire hydraulic system, including the steering hydraulics, can be located in the intermediate wing housed and driven from the transfer case. As a result, connecting hoses for pressure oil are no longer required if the connection to the rear carriage is made via rotary entries. This means that even a rollover of the rear end cannot put the hydraulics out of operation.
Claims
1. Kraftfahrzeug mit Allradantrieb und Knicklenkung, bestehend aus einem Vorderwagen (1) mit Vorderachse (3;23), einem Hinterwagen (4) mit mindestens einer Hinter- achse (6,6') und einem Antriebsstrang, wobei der Vorderwagen und der Hinterwagen über ein Knickgelenk (7) und ein Rollgelenk (9) miteinander beweglich verbunden sind und der Antriebsstrang aus einer Motor-Getriebeeinheit (11), einem Verteilergetriebe (14) und angetriebenen Achsen (3,6,6';23) besteht, welche jeweils durch Gelenkwellen miteinander bzw mit dem Verteilergetriebe verbunden sind, dadurch gekennzeichnet, daß das Rollgelenk (9) hinter dem Knickgelenk (7) und das Verteilergetriebe (14) in einem Zwischentrakt (8) zwischen Knickgelenk und Rollgelenk angeordnet ist.1. Motor vehicle with all-wheel drive and articulated steering, consisting of a front end (1) with a front axle (3; 23), a rear end (4) with at least one rear end (6,6 ') and a drive train, the front end and the rear end are movably connected to one another via an articulated joint (7) and a roller joint (9) and the drive train consists of a motor gear unit (11), a transfer case (14) and driven axles (3,6,6 '; 23), each of which are connected to one another or to the transfer case by cardan shafts, characterized in that the roller joint (9) is arranged behind the articulated joint (7) and the transfer case (14) in an intermediate section (8) between the articulated joint and the roller joint.
2. Kraftfahrzeug nach Anspruch 1, dadurch gekennzeichnet, daß Vorderwagen (1) und Hinterwagen (4) über den Zwischentrakt (8) miteinander verbunden sind, der vorne den einen Teil des Knickgelenkes und hinten den einen Teil des Rollgelenkes bildet und in dem das Verteilergetriebe (14) gelagert ist.2. Motor vehicle according to claim 1, characterized in that the front end (1) and rear end (4) are connected to one another via the intermediate wing (8), which forms part of the articulated joint at the front and part of the roller joint at the rear and in which the transfer case (14) is stored.
3. Kraftfahrzeug nach Anspruch 2, dadurch gekennzeichnet, daß das Verteilergetriebe (14) eine Eingangswelle (30) und eine vordere (31 ;41) und eine hintere (32;42) Ausgangswelle besitzt, wobei die Eingangswelle (30) mit der Motor-Getriebeeinheit (11) und die vordere Ausgangswelle (31 ;41) mit der Vorderachse jeweils über eine Gelenkwelle (13J5) verbunden sind und die hintere Ausgangswelle (32;42) mit dem Rollgelenk (9) im Wesentlichen koachsial ist.3. Motor vehicle according to claim 2, characterized in that the transfer case (14) has an input shaft (30) and a front (31; 41) and a rear (32; 42) output shaft, the input shaft (30) with the engine Gear unit (11) and the front output shaft (31; 41) are each connected to the front axle via a cardan shaft (13J5) and the rear output shaft (32; 42) with the roller joint (9) is essentially coaxial.
4. Kraftfahrzeug nach Anspruch 3, dadurch gekennzeichnet, daß die hintere Ausgangswelle (32) höher als die vordere Ausgangswelle (31) angeordnet ist. 4. Motor vehicle according to claim 3, characterized in that the rear output shaft (32) is arranged higher than the front output shaft (31).
5. Kraftfahrzeug nach Anspruch 3, dadurch gekennzeichnet, daß die Gelenkwellen (13J5) zwischen Motor-Getriebeeinheit (11) und Verteilergetriebe (14) sowie zwischen Verteilergetriebe (14) und der Vorderachse (3;23) von der Achse des Knickgelenkes (7) ungefähr halbiert werden.5. Motor vehicle according to claim 3, characterized in that the drive shafts (13J5) between the motor gear unit (11) and transfer case (14) and between transfer case (14) and the front axle (3; 23) from the axis of the articulated joint (7) be cut in half.
6. Kraftfahrzeug nach Anspruch 1, dadurch gekennzeichnet, daß die Vorderachse (23) starr mit dem Vorderwagen (1) verbunden ist und die Räder an dieser einzeln vertikal beweglich geführt sind. 6. Motor vehicle according to claim 1, characterized in that the front axle (23) is rigidly connected to the front car (1) and the wheels are individually vertically movable on this.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AT37899 | 1999-06-01 | ||
AT37899U | 1999-06-01 | ||
PCT/AT2000/000156 WO2000073125A1 (en) | 1999-06-01 | 2000-05-31 | Four-wheel drive motor vehicle with articulated vehicle steering |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1181185A1 true EP1181185A1 (en) | 2002-02-27 |
Family
ID=3489011
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00938293A Ceased EP1181185A1 (en) | 1999-06-01 | 2000-05-31 | Four-wheel drive motor vehicle with articulated vehicle steering |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1181185A1 (en) |
WO (1) | WO2000073125A1 (en) |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AU2534767A (en) * | 1967-08-02 | 1969-02-06 | Wagner Mining Scoop Inc | Improvements in or relating to transmission mounting inan articulated vehicle |
FI53425C (en) * | 1976-04-12 | 1978-05-10 | Valmet Oy | STOMMKONSTRUKTION FOER HJULFOERSETT LAEMPLIGASTE RAMSTYRT TERRAENGFORDON |
US4139073A (en) * | 1976-12-03 | 1979-02-13 | Curtis David L | Divider gear case support for articulated vehicles |
JPS53134318U (en) * | 1977-03-31 | 1978-10-24 |
-
2000
- 2000-05-31 EP EP00938293A patent/EP1181185A1/en not_active Ceased
- 2000-05-31 WO PCT/AT2000/000156 patent/WO2000073125A1/en not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO0073125A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2000073125A1 (en) | 2000-12-07 |
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