EP1286844A1 - Offset axle - Google Patents

Offset axle

Info

Publication number
EP1286844A1
EP1286844A1 EP01945243A EP01945243A EP1286844A1 EP 1286844 A1 EP1286844 A1 EP 1286844A1 EP 01945243 A EP01945243 A EP 01945243A EP 01945243 A EP01945243 A EP 01945243A EP 1286844 A1 EP1286844 A1 EP 1286844A1
Authority
EP
European Patent Office
Prior art keywords
housing
portal
spring
axle
vehicle
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.)
Withdrawn
Application number
EP01945243A
Other languages
German (de)
French (fr)
Inventor
Paul Lenz
Alfred Junk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1286844A1 publication Critical patent/EP1286844A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/002—Axles of the low floor type, e.g. for low-floor city busses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G11/00—Resilient suspensions characterised by arrangement, location or kind of springs
    • B60G11/26—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs
    • B60G11/28—Resilient suspensions characterised by arrangement, location or kind of springs having fluid springs only, e.g. hydropneumatic springs characterised by means specially adapted for attaching the spring to axle or sprung part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G9/00—Resilient suspensions of a rigid axle or axle housing for two or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/10—Metallic materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/14—Physical forms of metallic parts
    • B60B2360/147—Castings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/111—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B60G2202/1524—Pneumatic spring with two air springs per wheel, arranged before and after the wheel axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/126—Mounting of pneumatic springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/30—Constructional features of rigid axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/80—Manufacturing procedures
    • B60G2206/81—Shaping
    • B60G2206/8101—Shaping by casting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/14—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/143—Busses
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a portal axle for motor vehicles, in particular buses, with a housing in which a differential is arranged, which is connected to two axle shafts and with a suspension for connecting the housing to the vehicle, according to the preamble of claim 1.
  • a driven axle arrangement for vehicles is known, with a central housing, with suspension elements which connect the central housing to the vehicle, with a main drive which is arranged in the central housing and which has a differential gear unit lateral drives, which are arranged at the outer ends of the central housing, with wheel hub units, which are each connected to the lateral drives, with a portal distance between a center telachse, a differential gear unit, which is arranged in the central housing and a longitudinal axis of the wheel hub units is provided, the suspension elements that connect the central housing to the vehicle are attached to housings of the side drives in an integrated manner and wherein the housing of the side drives , the central housing and the suspension elements are designed as a compact unit, with suspension elements which have essentially C-shaped arms as well as connection points for fastening the axle arrangement to the vehicle.
  • suspension elements and the housings of the lateral drives are thus formed in one piece in this known portal axis, the essentially C-shaped arms being produced from a closed profile, the air springs and the ends of the arms which are distant from the central housing Have shock-absorbing damping elements.
  • the object of the present invention is to design the spring supports or spring support halves for the portal axles of in particular buses in such a way that, on the one hand, a weight saving is achieved and, on the other hand, a cost reduction in manufacture is made possible.
  • the spring supports consist of coreless, fully cast metal.
  • the previously required inner core and the previously required core supports can be omitted.
  • the area of curvature between the air spring and the portal housing is generally critical to strength. In this area, according to the invention, bumps are optionally attached at the top or bottom, which stabilize the spring support in this area.
  • the spring support is formed as straight as possible. This is understandably only possible within the limits specified by the tire clearance.
  • 1 is a perspective view of a conventional spring carrier
  • 2 is a perspective view of a spring support according to the invention
  • FIG. 3 different perspective views to 7 of spring supports according to the invention.
  • Fig. 8 is a perspective view of a one-piece spring support for a coach.
  • the portal axles for motor vehicles and in particular buses are well known to the person skilled in the art, so that only the parts essential for understanding the invention are shown in the figures.
  • the portal axles have a housing in which a differential is arranged, which is connected to two axle shafts, and a suspension for connecting the housing to the vehicle, which has single or multi-part spring supports, which on the one hand on the housing and on the other hand via damping elements or Suspension elements are attached to the vehicle.
  • FIG. 1 Part of a two-part spring support is shown in perspective view in FIG. 1, this spring support in a conventional manner having an inner core (not shown in the drawing) and two core supports 1, 2.
  • a spring support is large in volume because it has an inner core.
  • the support is weakened in its critical areas by the core supports 1, 2 used. From a casting point of view, these core supports cannot be omitted. Due to its design, such a spring support is relatively heavy.
  • FIG. 2 shows a perspective view of a spring carrier according to the invention which is fully cast without a core. there the previously required inner core with its core supports is no longer required.
  • the curvature area 3 between the air spring and the portal housing is generally skill-critical. In this area, bumps 4 are now optionally arranged below or above, which stabilize the component in this area. 2, the hump 4 is indicated on the underside.
  • FIG. 3 shows a side view of a spring support according to the invention in a perspective view and FIG. 4 shows a top view.
  • FIG. 5 shows an end view of the spring support according to the invention and
  • FIG. 6 shows a partially cut-away side view.
  • FIG. 7 shows an illustration similar to that in FIG. 2 and
  • FIG. 8 shows a one-piece spring support according to the invention, i. H. as a coreless, fully cast component without an inner core and without core supports, which is particularly suitable for use on coaches.
  • a coreless fully cast spring carrier for the portal axles of buses has a weight saving of approx. 20% per carrier, whereby the elimination of the inner core and core supports enables cheaper production. At the same time, the advantage of an improved area moment of inertia is achieved.

Abstract

The offset axle for buses has a housing in which a differential is located, said differential being connected to two axle shafts; and a suspension for connecting the housing to the vehicle. Said suspension has single or multiple part spring carriers which consist of corelessly, completely cast metal. Humps can be provided in the area of the curvature between the spring element and the housing in order to increase strength.

Description

Portalachse portal axis
Die vorliegende Erfindung betrifft eine Portalachse für Kraftfahrzeuge, insbesondere Omnibusse, mit einem Gehäuse, in dem ein Differenzial angeordnet ist, das mit zwei Achswellen verbunden ist und mit einer Aufhängung zur Verbindung des Gehäuses mit dem Fahrzeug, nach dem Oberbegriff des Anspruchs 1.The present invention relates to a portal axle for motor vehicles, in particular buses, with a housing in which a differential is arranged, which is connected to two axle shafts and with a suspension for connecting the housing to the vehicle, according to the preamble of claim 1.
Portalachsen für Omnibusse sind lange bekannt. Durch diese soll eine möglichst tiefliegende Ladefläche bzw. Flurhöhe unmittelbar zwischen den angetriebenen Rädern geschaffen werden. So beschreibt die DE A 22 56 121 eine Achsanordnung für Omnibusse, bei welcher mittels Gelenkwellen das Differenzial einer Omnibusachse tiefer als die eigentlichen Radantriebswellen gelegt wird. Dadurch können den Rädern separate Untersetzungsgetriebe vorgeordnet werden.Portal axles for buses have long been known. These are intended to create the lowest possible loading area or floor height directly between the driven wheels. For example, DE A 22 56 121 describes an axle arrangement for buses, in which the differential of a bus axle is set lower than the actual wheel drive shafts by means of cardan shafts. This allows separate reduction gears to be placed in front of the wheels.
Da es für Omnibusse im Stadtverkehr als optimal angesehen wird, wenn die Möglichkeit geschaffen wird, den Laufgang von normalspurigen Fahrgestellen auch zwischen den Rädern in gleicher Breite wie auf der gesamten Länge des Omnibusses in derjenigen Höhe über der Fahrbahn anzuordnen, welche mit maximal einer Trittstufe vom Gehweg aus erreichbar ist, wurde in der DE 3027806 der Anmelderin eine Triebachse mit um einen Portalabstand tiefer als die Radantriebswellen angeordneter Vorgelegewelle zwischen den bei- derseitigen Stirnrad-Vorgelegegetrieben vorgeschlagen, die im wesentlichen aus einer in einem Portalachsgehäuse gelagerten Vorgelegewelle besteht, welche die beiden in unmittelbarer Nähe der Räder angeordneten Stirnrad- Vorgelegegetriebe miteinander verbindet und aus einem Kegelradgetriebe mit Differenzial besteht, dessen Abtriebskegelrad mit der Vorgelegewelle drehfest verbunden ist und dessen Antriebskegelrad über eine Kardanwelle mit dem Schaltgetriebe bzw. dem Antriebsmotor des Omnibusses verbunden ist; die beiden Stirnradvorgelegegetriebe sind dabei als Doppel-Vorgelegegetriebe mit Leistungsverzweigung über zwei ständig mit dem Abtriebsrad in Eingriff stehende Zwischenräder ausgebildet, wobei eines der Stirnrad- Vorgelegegetriebe mit dem Kegelgetriebe und dem Differenzial in einem gemeinsamen Gehäuse zusammengefaßt ist und wobei beide Gehäuse Befestigungspunkte für die Fahrgestellab- stützung aufweisen. Ferner sind beide Gehäuse durch ein im Bereich der Fahrzeugmitte die geringste Bauhöhe aufweisen- des Achsgehäuse miteinander verbunden, in welchem eineAs it is considered optimal for buses and coaches in city traffic if the possibility is created to arrange the gangway of standard-gauge chassis between the wheels in the same width as on the entire length of the bus at the height above the carriageway with a maximum of one step from In DE 3027806 the applicant proposed a drive axle with a countershaft arranged one portal distance lower than the wheel drive shafts between the two spur gear countershaft transmissions, which essentially consists of a countershaft mounted in a portal axle housing, which consists of the two in spur gear arranged in the immediate vicinity of the wheels Countershaft transmission connects and consists of a bevel gear transmission with differential, the driven bevel gear of which is non-rotatably connected to the countershaft and the drive bevel gear of which is connected to the manual transmission or the drive motor of the bus via a propeller shaft; the two spur gear countershaft transmissions are designed as double countershaft transmissions with power split via two intermediate gears constantly engaged with the driven gear, one of the spur gear countershaft transmissions with the bevel gear and the differential being combined in a common housing and with both housings fastening points for the chassis have support. Furthermore, both housings are connected to one another by an axle housing which has the lowest overall height in the area of the vehicle center, in which one
Steckwelle als der längere Teil der Vorgelegewelle ungeteilt eingebaut ist.Stub shaft as the longer part of the countershaft is installed undivided.
Dadurch werden günstige Übersetzungsstufen, verbesser- te Laufruhe und schmalere Zahnräder ermöglicht, wobei die Höhe des Portalabstandes auf die in der Praxis erforderliche Größenordnung für eine optimale Einstiegshöhe bei voller Laufgangbreite gebracht werden kann.This enables favorable gear ratios, improved smoothness and narrower gears, whereby the height of the portal distance can be brought to the order of magnitude required in practice for an optimal entry height with a full aisle width.
Aus der EP B 599 293 ist eine angetriebene Achsanordnung für Fahrzeuge bekannt, mit einem zentralen Gehäuse, mit Aufhängungselementen, die das zentrale Gehäuse mit dem Fahrzeug verbinden, mit einem Hauptantrieb, der im zentralen Gehäuse angeordnet ist und der eine Differenzialgetrie- beeinheit aufweist, mit seitlichen Antrieben, die an den äußeren Enden des zentralen Gehäuses angeordnet sind, mit Radnabeneinheiten, die jeweils mit den seitlichen Antrieben verbunden sind, wobei ein Portalabstand zwischen einer Mit- telachse, einer Differenzialgetriebeeinheit, die im zentralen Gehäuse angeordnet ist und einer Längsachse der Radnabeneinheiten vorgesehen ist, wobei die Aufhängungselemente, die das zentrale Gehäuse mit dem Fahrzeug verbinden an Ge- hausen der seitlichen Antriebe in integrierter Weise befestigt sind und wobei die Gehäuse der seitlichen Antriebe, das zentrale Gehäuse und die Aufhängungselemente als eine kompakte Einheit ausgebildet sind, mit Aufhängungselementen, die im wesentlichen C-förmige Arme ebenso wie Verbin- dungspunkte zur Befestigung der Achsanordnung am Fahrzeug aufweisen.From EP B 599 293 a driven axle arrangement for vehicles is known, with a central housing, with suspension elements which connect the central housing to the vehicle, with a main drive which is arranged in the central housing and which has a differential gear unit lateral drives, which are arranged at the outer ends of the central housing, with wheel hub units, which are each connected to the lateral drives, with a portal distance between a center telachse, a differential gear unit, which is arranged in the central housing and a longitudinal axis of the wheel hub units is provided, the suspension elements that connect the central housing to the vehicle are attached to housings of the side drives in an integrated manner and wherein the housing of the side drives , the central housing and the suspension elements are designed as a compact unit, with suspension elements which have essentially C-shaped arms as well as connection points for fastening the axle arrangement to the vehicle.
Die Aufhängungselemente und die Gehäuse der seitlichen Antriebe sind also bei dieser bekannten Portalachse einstü- ckig ausgebildet, wobei die im wesentlichen C-förmigen Arme aus einem geschlossenen Profil hergestellt werden, die an den Enden der Arme, die vom zentralen Gehäuse entfernt sind, Luftfedern und Stoßdämpfer tragende Dämfungselemente aufweisen.The suspension elements and the housings of the lateral drives are thus formed in one piece in this known portal axis, the essentially C-shaped arms being produced from a closed profile, the air springs and the ends of the arms which are distant from the central housing Have shock-absorbing damping elements.
Schließlich beschreibt die DE 196 04 730 der Anmelderin eine Portalachse für Niederflur-Stadtomnibusse, mit einem Ausgleichsgetriebe, dessen Achswellen jeweils in ein Antriebsritzel eines Portalgetriebes mit Untersetzungswir- kung eingesteckt sind, das frei schwimmend und selbst zentrierend zwischen zwei Zwischenritzeln angebracht ist, die jeweils die halbe Antriebsleistung auf ein Stirnrad zum Radantrieb übertragen, wobei die Achswellen, bedingt durch die beiden Portaltriebe um die Portaltiefe niedriger liegen als die Radachsen. Um Scheibenbremsen in das Portalachssystem integrieren zu können, ohne dabei die Durchgangsbreite des Flurs im Fahrzeug im Bereich der Achse zu verringern und um bei verringerter Portaltiefe eine niedrige Flurhöhe zu erzielen, sind die Achswellen außermittig am oberen Rand des Innenraums des Achsbrückengehäuses angeordnet.Finally, DE 196 04 730 by the applicant describes a portal axle for low-floor city buses, with a differential gear, the axle shafts of which are each inserted into a drive pinion of a portal gear with reduction effect, which is freely floating and self-centering between two intermediate pinions, each of which is attached Half the drive power is transferred to a spur gear for wheel drive, whereby the axle shafts, due to the two portal drives, are lower by the portal depth than the wheel axles. In order to be able to integrate disc brakes into the portal axis system without reducing the passage width of the hallway in the vehicle in the area of the axle and to reduce the hallway height with a reduced portal depth To achieve, the axle shafts are arranged off-center on the upper edge of the interior of the axle bridge housing.
Diesen bekannten Portalachsen ist gemeinsam, dass die dabei verwendeten einteiligen oder mehrteiligen Federträger als gegossene Bauteile mit einem Innenkern und mit Kernstützen hergestellt werden. Diese Federträger bzw. Federträgerhälften sind daher relativ groß im Volumen, da sie einen Innenkern aufweisen. Zusätzlich werden die Federträ- ger durch die erforderlichen Kernstützen in den kritischen Bereichen geschwächt. Aus gießtechnischer Sicht können die Kernstützen nicht entfallen. Aufgrund der großen Bauweise sind diese Federträger damit relativ schwer.These known portal axles have in common that the one-piece or multi-piece spring supports used are produced as cast components with an inner core and with core supports. These spring supports or spring support halves are therefore relatively large in volume since they have an inner core. In addition, the spring supports are weakened by the required core supports in the critical areas. From the point of view of casting technology, the core supports cannot be omitted. Due to the large design, these spring supports are relatively heavy.
Aufgabe der vorliegenden Erfindung ist es, die Federträger bzw. Federträgerhälften für die Portalachsen von insbesondere Omnibussen derart auszugestalten, dass zum einen eine Gewichtsersparnis erzielt und zum anderen eine Kostenreduzierung bei der Herstellung ermöglicht wird.The object of the present invention is to design the spring supports or spring support halves for the portal axles of in particular buses in such a way that, on the one hand, a weight saving is achieved and, on the other hand, a cost reduction in manufacture is made possible.
Ausgehend von einer Portalachse der eingangs näher genannten Art, erfolgt die Lösung dieser Aufgabe mit dem im kennzeichnenden Teil des Anspruchs 1 angegebenen Merkmal; vorteilhafte Ausgestaltungen sind in den Unteransprüchen beschrieben.Starting from a portal axis of the type mentioned in the introduction, this object is achieved with the feature specified in the characterizing part of claim 1; advantageous embodiments are described in the subclaims.
Erfindungsgemäß ist also vorgesehen, dass die Federträger aus kernlos voll gegossenem Metall bestehen. Dadurch können der bisher erforderliche Innenkern und die ebenfalls bisher erforderlichen Kernstützen entfallen. Festigkeitskritisch ist in der Regel der Krümmungsbereich zwischen der Luftfeder und dem Portalgehäuse. In diesem Bereich werden erfindungsgemäß wahlweise oben oder unten Höcker angebracht, die den Federträger in diesem Be- reich stabilisieren.According to the invention, it is therefore provided that the spring supports consist of coreless, fully cast metal. As a result, the previously required inner core and the previously required core supports can be omitted. The area of curvature between the air spring and the portal housing is generally critical to strength. In this area, according to the invention, bumps are optionally attached at the top or bottom, which stabilize the spring support in this area.
Mit dem erfindungsgemäß ausgestalteten Federträger wird eine Gewichtsersparnis von ca. 20 % pro Träger bzw. pro Trägerteil erzielt. Die Kostenreduzierung beruht auf dem Entfall des Innenkerns und der Kernstützen. Zugleich wird eine Verbesserung des Flächenträgheitsmomentes erreicht.With the spring carrier designed according to the invention, a weight saving of approximately 20% per carrier or per carrier part is achieved. The cost reduction is based on the elimination of the inner core and the core supports. At the same time, an improvement in the area moment of inertia is achieved.
Eine optimale Gestaltung des erfindungsgemäßen Feder- trägers ist gegeben, wenn dieser nach oben hin, d. h. inAn optimal design of the spring support according to the invention is given if this upward, ie. H. in
Richtung zur Fahrzeugunterseite gekrümmt ausgestaltet ist.Is curved towards the underside of the vehicle.
Im Bereich zwischen der Anbindung an das Stirnrad- Vorgelegegetriebe und der ersten Auflage, z. B. für die Luftfeder, ist es vorteilhaft, wenn der Federtrager möglichst geradlinig ausgebildet ist. Die ist verständlicherweise nur innerhalb der Grenzen möglich, welche durch den Reifenfreigang vorgegeben sind.In the area between the connection to the spur gear countershaft transmission and the first edition, e.g. B. for the air spring, it is advantageous if the spring support is formed as straight as possible. This is understandably only possible within the limits specified by the tire clearance.
Im folgenden wird die Erfindung anhand der Zeichnung näher erläutert, in der vorteilhafte Ausführungsbeispiele dargestellt sind. Es zeigen:The invention is explained in more detail below with reference to the drawing, in which advantageous exemplary embodiments are shown. Show it:
Fig. 1 eine perspektivische Ansicht eines herkömmlichen Federträger, Fig. 2 eine perspektivische Ansicht eines erfindungsgemäßen Federträgers,1 is a perspective view of a conventional spring carrier, 2 is a perspective view of a spring support according to the invention,
Fig. 3 verschiedene perspektivische Ansichten bis 7 von erfindungsgemäßen Federträgern undFig. 3 different perspective views to 7 of spring supports according to the invention and
Fig. 8 eine perspektivische Ansicht eines einstückigen Federträgers für einen Reisebus.Fig. 8 is a perspective view of a one-piece spring support for a coach.
Portalachsen für Kraftfahrzeuge und insbesondere Omnibusse sind dem Fachmann gut bekannt, sodass in den Figuren nur die für das Verständnis der Erfindung wesentlichen Teile dargestellt sind. Üblicherweise weisen die Portalachsen ein Gehäuse auf, in dem ein Differenzial angeordnet ist, das mit zwei Achswellen verbunden ist, sowie eine Aufhängung zur Verbindung des Gehäuses mit dem Fahrzeug, die ein- oder mehrteilige Federträger aufweist, die einerseits am Gehäuse und andererseits über Dämpfungselemente bzw. Federungselemente am Fahrzeug befestigt sind.Portal axles for motor vehicles and in particular buses are well known to the person skilled in the art, so that only the parts essential for understanding the invention are shown in the figures. Usually, the portal axles have a housing in which a differential is arranged, which is connected to two axle shafts, and a suspension for connecting the housing to the vehicle, which has single or multi-part spring supports, which on the one hand on the housing and on the other hand via damping elements or Suspension elements are attached to the vehicle.
Ein Teil eines zweiteiligen Federträgers ist in Fig. 1 in perspektivischer Ansicht dargestellt, wobei dieser Federträger in herkömmlicher Weise einen (zeichnerisch nicht dargestellten) Innenkern, sowie zwei Kernstützen 1, 2 auf- weist. Ein derartiger Federträger ist großvolumig, da er einen Innenkern aufweist. Zusätzlich wird der Träger durch die eingesetzten Kernstützen 1, 2 in seinen kritischen Bereichen geschwächt. Aus gießtechnischer Sicht können diese Kernstützen nicht entfallen. Aufgrund seiner Bauweise ist ein derartiger Federträger relativ schwer.Part of a two-part spring support is shown in perspective view in FIG. 1, this spring support in a conventional manner having an inner core (not shown in the drawing) and two core supports 1, 2. Such a spring support is large in volume because it has an inner core. In addition, the support is weakened in its critical areas by the core supports 1, 2 used. From a casting point of view, these core supports cannot be omitted. Due to its design, such a spring support is relatively heavy.
Fig. 2 zeigt eine perspektivische Ansicht eines kernlos voll gegossenen erfindungsgemäßen Federträgers. Dabei entfällt der bisher erforderliche Innenkern mit seinen Kernstützen. Fertigkeitskritisch ist in der Regel der Krümmungsbereich 3 zwischen der Luftfeder und dem Portalgehäuse. In diesem Bereich werden nun wahlweise unten oder oben Höcker 4 angeordnet, die das Bauteil in diesem Bereich stabilisieren. Gemäß Fig. 2 ist der Höcker 4 auf der Unterseite angedeutet.FIG. 2 shows a perspective view of a spring carrier according to the invention which is fully cast without a core. there the previously required inner core with its core supports is no longer required. The curvature area 3 between the air spring and the portal housing is generally skill-critical. In this area, bumps 4 are now optionally arranged below or above, which stabilize the component in this area. 2, the hump 4 is indicated on the underside.
Fig. 3 zeigt in perspektivischer Ansicht eine Seiten- darstellung eines erfindungsgemäßen Federträger und Fig. 4 eine Draufsicht. Fig. 5 zeigt eine Stirnansicht des erfindungsgemäßen Federträgers und Fig. 6 eine teilweise aufgeschnittene Seitenansicht. Fig. 7 zeigt eine Darstellung, ähnlich derjenigen in Fig. 2 und Fig. 8 zeigt einen einstü- ckigen Federträger gemäß der Erfindung, d. h. als kernlos voll gegossenes Bauteil ohne Innenkern und ohne Kernstützen, der sich insbesondere zum Einsatz für Reisebusse eignet.FIG. 3 shows a side view of a spring support according to the invention in a perspective view and FIG. 4 shows a top view. FIG. 5 shows an end view of the spring support according to the invention and FIG. 6 shows a partially cut-away side view. FIG. 7 shows an illustration similar to that in FIG. 2 and FIG. 8 shows a one-piece spring support according to the invention, i. H. as a coreless, fully cast component without an inner core and without core supports, which is particularly suitable for use on coaches.
Wie bereits erwähnt, weist ein kernlos voll gegossener Federträger für die Portalachsen von Omnibussen eine Gewichtsersparnis von ca. 20 % pro Träger auf, wobei durch den Entfall von Innenkern und Kernstützen eine billigere Herstellung möglich ist. Gleichzeitig wird der Vorteil ei- nes verbesserten Flächenträgheitsmomentes erzielt. BezugszeichenAs already mentioned, a coreless fully cast spring carrier for the portal axles of buses has a weight saving of approx. 20% per carrier, whereby the elimination of the inner core and core supports enables cheaper production. At the same time, the advantage of an improved area moment of inertia is achieved. reference numeral
1 Kernstütze1 core support
2 Kernstütze2 core support
3 Bereich3 area
4 Höcker 4 humps

Claims

P a t e n t a n s p r ü c h e Patent claims
1. Portalachse für Kraftfahrzeuge, insbesondere Omni- busse, mit einem Gehäuse, in dem ein Differenzial angeordnet ist, das mit zwei Achswellen verbunden ist und mit einer Aufhängung zur Verbindung des Gehäuses mit dem Fahrzeug, die ein- oder mehrteilige Federträger aufweist, die einerseits am Gehäuse und andererseits über Federungs- und/oder Dämfungselemente am Fahrzeug befestigt sind, dadurch g e k e n n z e i c h n e t , dass die Federträger aus kernlos voll gegossenem Metall bestehen.1. Portal axle for motor vehicles, in particular buses, with a housing in which a differential is arranged, which is connected to two axle shafts, and with a suspension for connecting the housing to the vehicle, which has one- or multi-part spring supports, on the one hand are attached to the housing and on the other hand via suspension and / or damping elements on the vehicle, characterized in that the spring supports consist of coreless, fully cast metal.
2. Portalachse nach Anspruch 1, dadurch g e - k e n n z e i c h n e t , dass im Bereich der Krümmung (3) zwischen Federelement und Gehäuse die Festigkeit erhöhende Höcker (4) vorgesehen sind.2. Portal axis according to claim 1, characterized in that in the region of the curvature (3) between the spring element and the housing, the bumps (4) which increase the strength are provided.
3. Portalachse nach Ansprüchen 1 und 2, dadurch g e k e n n z e i c h n e t , dass die Federträger in Richtung zur Fahrzeugunterseite hin gekrümmt sind.3. Portal axle according to claims 1 and 2, characterized in that the spring supports are curved in the direction of the underside of the vehicle.
4. Portalachse nach einem der vorhergehenden Ansprüche, dadurch g e k e n n z e i c h n e t , dass der Federträger im Bereich zwischen seiner Anbindung an das Gehäuse und seiner ersten Auflage, vorzugsweise für ein Federelement, nahezu geradlinig ausgebildet ist. 4. Portal axis according to one of the preceding claims, characterized in that the spring support is designed to be almost straight in the region between its connection to the housing and its first support, preferably for a spring element.
EP01945243A 2000-06-07 2001-06-02 Offset axle Withdrawn EP1286844A1 (en)

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Application Number Priority Date Filing Date Title
DE10028278A DE10028278B4 (en) 2000-06-07 2000-06-07 portal axis
DE10028278 2000-06-07
PCT/EP2001/006315 WO2001094135A1 (en) 2000-06-07 2001-06-02 Offset axle

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EP1286844A1 true EP1286844A1 (en) 2003-03-05

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EP (1) EP1286844A1 (en)
JP (1) JP2003535744A (en)
CA (1) CA2409322A1 (en)
DE (1) DE10028278B4 (en)
HU (1) HUP0303362A2 (en)
WO (1) WO2001094135A1 (en)

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DE10028278B4 (en) 2008-11-13
JP2003535744A (en) 2003-12-02
WO2001094135A1 (en) 2001-12-13
HUP0303362A2 (en) 2004-01-28
US20030137121A1 (en) 2003-07-24
DE10028278A1 (en) 2001-12-13
CA2409322A1 (en) 2002-11-15

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