EP1521682A1 - Essieu rigide pour vehicule comportant des bras oscillants longitudinaux et des supports de montage integres - Google Patents

Essieu rigide pour vehicule comportant des bras oscillants longitudinaux et des supports de montage integres

Info

Publication number
EP1521682A1
EP1521682A1 EP03732506A EP03732506A EP1521682A1 EP 1521682 A1 EP1521682 A1 EP 1521682A1 EP 03732506 A EP03732506 A EP 03732506A EP 03732506 A EP03732506 A EP 03732506A EP 1521682 A1 EP1521682 A1 EP 1521682A1
Authority
EP
European Patent Office
Prior art keywords
axle
vehicle
rigid
section
recesses
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Withdrawn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
EP03732506A
Other languages
German (de)
English (en)
Inventor
Paul J. Griffiths
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1521682A1 publication Critical patent/EP1521682A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60G9/003—Resilient suspensions of a rigid axle or axle housing for two or more wheels the axle being rigidly connected to a trailing guiding device
    • 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
    • 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
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/30—Rigid axle suspensions
    • B60G2200/31—Rigid axle suspensions with two trailing arms rigidly connected to the axle
    • 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
    • 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
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/423—Rails, tubes, or the like, for guiding the movement of suspension elements
    • B60G2204/4232—Sliding mounts
    • 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
    • B60G2204/61—Adjustable during maintenance
    • 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
    • B60G2206/31—Straight axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/04—Trailers

Definitions

  • the invention relates to a rigid vehicle axle consisting of an axle body, with axle journals or wheel carriers arranged at its ends and at least two longitudinal links rigidly attached to the axle body, the free end of a first section of the corresponding longitudinal link being articulated on the vehicle body, while the free end of a second one is supported on the vehicle body by means of at least one spring element on the vehicle body.
  • Such a vehicle rigid axle is known from DE 198 18 698 AI, which consists of an axle tube and longitudinal links arranged thereon.
  • the single trailing arm is extended backwards beyond the axle tube to form a spring bracket. Its free end there serves as a support for an air spring.
  • the spring bracket and the axle tube are designed in the common assembly joint so that the height of the spring bracket can be moved relative to the axle tube. If an individual position of the spring bracket is set - for example, matched to a special vehicle - the bracket is welded to the axle beam. In this way the vehicle can be designed for a driving height desired by the customer, for example.
  • the problem underlying the present invention is to develop a rigid vehicle axle with the components of which a simple adaptation to various self-propelled and / or towed vehicles is facilitated. The variants specified by the components should only be created in the final assembly.
  • each half of the rigid vehicle axle comprises a corresponding split trailing arm, the second section of which, which extends beyond the axle body and can be assembled in the final assembly, is designed as a spring bracket.
  • the rigid axle has a flange surface with corresponding recesses on each wheel side, on each of which a spring bracket can be rigidly adapted by means of separate fastening elements engaging in the recesses.
  • Such rigid vehicle axles are used, among other things, as trailer axles for heavy commercial vehicles.
  • the trailing arms - as seen in the direction of travel - are divided behind the axle tube or axle beam.
  • the front part consists, for example, of a complex and form-optimized formed part that can be used equally for all variants. Together with the axle tube, it forms a functional unit that supports the multi-axle static and dynamic wheel loads, lateral and lateral forces in a dimensionally stable manner on the vehicle body.
  • the front part also has a stabilizer function.
  • axle body section Individual parts that are usually used in pairs, such as the axle body section, trailing arm section and wheel head section, are put together depending on the track width and permissible axle load and, for example, friction-welded to each other on the front.
  • a longer axle body can be used, for example, to design an axle for a trailer whose track width is larger than the standard track width.
  • longer axle journals or wider trailing arm sections can also be used with the frame width unchanged.
  • the axle weight is reduced without loss of strength.
  • the formation of corrosion is reduced by avoiding overlapping joints and gaps and the weld inspection is made easier.
  • the weight reduction reduces the unsprung axle mass and thus reduces, among other things. the tendency of the rigid axle to trample. The latter improves grip and thus driving safety. This also has a positive effect on the service life of the tires.
  • the rear part of the axle which is represented by the second section of the trailing arm, is also vehicle-specific. It is designed as a relatively simple spring bracket. Compared to the front part of the axle, this spring bracket only has to absorb relatively small, mostly uniaxial loads. As a result, it can be manufactured, for example, from less expensive materials and / or with simpler manufacturing methods.
  • the brackets can be injection molded parts, formed sheet metal parts, simple welded constructions or forged parts. Since they are only fastened during final assembly, i.e. only on the final painted axle body by simple assembly using rivets or screws, the welding can be carried out to a certain extent during welding. necessary material determination are sealed.
  • a spring bracket made of fiber-reinforced plastic can be mounted on a steel axle body on each wheel side.
  • brackets are available for different vehicle types with regard to the geometric shape.
  • Figure 1 outer part of a rigid vehicle axle in a dimetric representation
  • Figure 2 add-on console with double bridge; Figure 3 mounting bracket with single web; Figure 4 mounting bracket with circumferential belt; Figure 5 hole pattern per wheel side of the rigid axle.
  • FIG. 1 shows an example of a right outer area of a towed commercial vehicle trailer or trailer axle without a wheel and brake.
  • the axle part shown comprises an axle body section (1), a right trailing arm section (10) and an ad head section (SO).
  • the trailing arm portion (10) is at its front, e.g. __ end pointing in the direction of travel - gimbal-mounted in an articulated bearing (70) by means of an elastomer body in a bearing block (80) mounted on the vehicle body. It is supported relative to the bearing block (80) by means of a shock absorber (85).
  • the rear end of the trailing arm section (10) is supported, for example, by a spring element (87) in the form of an air spring on the vehicle body, not shown.
  • the axle body section (1) consists e.g. from a cylindrical, smooth axle tube.
  • the axle tube (1) which can also be a polygonal profile, ends here directly on the trailing arm section (10) with a straight, flat end face. The end face is aligned normal to the center line (3) of the axle tube (1).
  • the trailing link section (10) functionally comprises a central element (21) and a link segment (14) with an articulated eye, which is hidden here by the bearing block (80).
  • the central element (21) is barrel-shaped and has two lateral e.g. open end faces.
  • the handlebar segment (14) adjoins the central element (21) towards the hinge eye.
  • Both parts (21, 14) consist, for example, of a lower (15) and upper shell (16) formed from sheet steel. Both shells (15, 16) are e.g. Mirror-symmetrical to each other and welded together.
  • the weld joint is e.g. in a plane that is spanned by the axis tube center line (3) and the center line (71) of the spherical bearing (70).
  • the handlebar segment (14) has, for example, a variable cross section over its entire length.
  • the central element (21) In the area of the central element (21) it has at least approximately an elliptical cross section, the major axis of the ellipse being rall ⁇ l to the axis tube center line (3).
  • the large semi-axis is approximately 2.3 times larger than the small semi-axis.
  • the cross-section In the area of the joint eye, the cross-section is oval, the vertical height extension being approximately two to three times greater than the horizontal transverse extension. Between these outer areas there is a central area with an almost round cross-section at about half the length of the shell.
  • the cross-section mentioned in the area of the central element (21) is e.g. 5.5 times larger than the cross section in the area of the joint eye.
  • the almost round cross section in the middle is e.g. 4.6 times smaller than the cross section in the area of the central element (21).
  • the central element (21) has a so-called support lug (23) on the side facing away from the handlebar segment (14).
  • the latter has a trapezoidal contour with e.g. a flange surface (24).
  • the flange surface (24) is e.g. Aligned at least in its central area normal to a connecting line, which represents the shortest connection between the center lines (3) and (71).
  • the spring bracket (30, 31, 41, 51) is adapted to the support lug (23), which can also be triangular in cross section, for example, or to the flange surface (24).
  • the spring bracket (30) is a purely schematically illustrated bracket for connecting the rigid axle to the spring element (87).
  • it is permanently fastened in two rows to the central element (21) via five rivets (28, 29), for example blind or explosion rivets, of which only four are shown.
  • the four rivets (28) of the top row (26), cf. Figure 5 bear the main load of the connection between the rigid axle and the bracket (30) in normal driving.
  • the Hiete (-29) of the lower row (27), cf. Figure 5 is in principle only claimed from edern.
  • FIGs 2 to 4 show different types of spring or attachment brackets (31, 41, 51). All three consoles (31, 41, 51) have e.g. a curved adapter surface (32, 42, 52). The curvature corresponds to a section of a cylinder jacket, the center line of the corresponding cylinder running parallel to the center line (3) when the bracket (31, 41, 51) is mounted and e.g. lies in the area between the center lines (3) and (71).
  • the spring bracket (31) is shaped according to Figure 2 as a curved profiled carrier.
  • the mounting bracket (31) comprises an upper, flat, crescent-shaped belt (33), which is largely subjected to tensile stress and which extends over the entire width of the component.
  • Two partial belts (34, 35) extend below the belt (33) and extend to the rear adapter surface (32). Between the upper belt (33) and the lower partial belts (34, 35) are at least approximately vertically aligned, connecting the belts at least in some areas, e.g. parallel webs (36) arranged.
  • the web height in the middle of the mounting bracket (31) is approximately twice as high as at the free bracket end facing away from the adapter surface (32). On the latter, the webs (36) protrude over the partial belts (34, 35) by a length that corresponds approximately to the web height.
  • the adapter surface (32) In the area of the adapter surface (32) there is also a rear belt between the webs (36) so that the adapter surface (32) forms an uninterrupted curved surface with the exception of the fastening recesses or bores.
  • the adapter surface (32) and the spring element support surface lying around the bore (39) enclose an angle of less than 90 degrees.
  • the angle information on the adapter surface (32) is related to a tangential plane which lies approximately at the middle height of the adapter surface (32).
  • a plane lying in the spring element contact surface cuts the adapter surface (32) approximately at a medium height.
  • the mounting brackets (31, 41, 51) are in full contact with the support lug (23) at least in the area spanned by the bores (28, 29), regardless of their curvature or curvature.
  • the coordinated curvatures of the flange (24) and adapter surfaces (32, 42, 52) can also be spherical.
  • the center of curvature or centers then lie, for example, in the region in which the center line of the cylindrical curvature described above lies.
  • the spring bracket (41) according to FIG. 3 each has a continuous upper belt (43) and a lower belt (44) which is also almost full-surface. Both belts (43, 44) have approximately the same area and are connected to one another along their entire length by a vertical web (45). The web height increases from the free end to the adapter surface. before (42) there. About two thirds of the length of the console is a tube web (46) between the web (-45) and the lower belt (44).
  • the tube web (46) connects a lower bore - for the rivets (29) from Figure 1 - with a large approximately elliptical or oval opening in the lower belt (44). Its outer contour tapers, for example, in the shape of a truncated cone over its last fifth of its total length.
  • the inside of the tube web (46) has the contour of a two-stage bore.
  • the larger front area is, for example, made slightly frustoconical.
  • the bore area with the smaller diameter receives the lower rivet or screw.
  • the spatial arrangement of the spring element bearing surface surrounding the bore (49) corresponds approximately to that of the bracket (31).
  • the console (41) is narrower than the console (31). It also has only three holes (48) in the upper area.
  • the spring bracket (51) according to FIG. 4 is largely shaped as a curved I-beam.
  • the I-beam includes an upper large-partly-loaded train, flat crescent-shaped bent strap (53), a comparable, • more pressure-loaded, the lower belt (54) and a central web (55), the two belts (53, 54) connects at least in sections.
  • the straps (53, 54) merge seamlessly and tangentially into one another in a semicircular arch.
  • both belts (53, 54) have a constant distance.
  • the web (55) widens towards the adapter surface (52) by about two to three times the web height as can be found in the vicinity of the bore.
  • the lower belt (54) merges continuously into the full-area adapter surface (52) towards the support lug (23).
  • the upper belt (53) has, for example in its upper third, a cylindrical, frustoconical or similarly shaped recess (56) with a flat base.
  • a bore (57) is located in the central zone of the depression (56).
  • the angle is, for example, 120 °.
  • the plane in which the spring element contact surface lies intersects the lower belt (54) below the contour acting as an adapter surface (52).
  • the respective spring bracket (31, 41, 51) is attached to the central element (21) via, for example, four or five rivets (28, 29).
  • This drilling pattern is thus designed for a bracket (41, 51) with four holes (48; 57, 58).
  • Each three holes in the upper row (26) belong to a hole pattern group (6 - 9) with a fourth hole in the lower row (27).
  • Each group of holes represents a positioning of the corresponding bracket (41, 51) on the central element (21).
  • the console (41, 51) can assume four different positions on each wheel side, with each position being at a different distance from the center of the axle.
  • the holes that are not required are closed, for example, by plastic or rubber plugs.
  • a stub axle (61) adjacent to the longitudinal arm section (10).
  • the latter is essentially a rotationally symmetrical part for mounting the wheel, which towards the trailing arm section (10) has an end face normal to the center line (3).
  • a brake carrier flange (63) is formed on the journal (61) near this end face.
  • the axle tube (1), the trailing arm sections (10) and the axle journal (61) are all aligned with one another.
  • the axle tube (1) is butt welded to the inner end face of the trailing arm section (10) and the axle journal (61) to the outer end face.
  • the welding process is e.g. uses friction welding.
  • the axle tube (1) arranged between the trailing arm sections (10) can also be omitted.
  • the inner end faces of the central elements (21) are welded directly to one another. Possibly. the central element is extended towards the center of the axis.
  • the trailing arm section (10) is mounted in the bearing block (80) by means of an elastomer body (not shown). The latter sits e.g. pressed into the joint eye.
  • the elastomer body is fixed in the bearing block (80) with the aid of a screw bolt (82).
  • the bolt (82) lies on the bearing block (80) on both sides in eccentric discs (83) between side stops, e.g. to adjust the track.
  • a cuboid-shaped stem (81) is located on the bearing block (80) towards the axis.
  • One of the two shock absorbers (85) is installed between this stem (81) and a screw (86) arranged in the root region of the handlebar segment (14).
  • axle body section 1 axle body section, axle tube
  • Central element 3 Support lug 4 Flange surface 5 Recesses, holes 6 Row of holes, top 7 row of holes, bottom 8 rivets of the upper row of rivets 9 rivets of the lower row of rivets
  • Cantilever arm, trailing arm section 1 mounting bracket 2 adapter surface 3 belt, top 4 part belt, bottom right 5 part belt, bottom left 6 webs 7 space 8 holes, top 9 hole, for spring element attachment

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)

Abstract

L'invention concerne un essieu rigide pour véhicule automobile, qui est constitué d'un corps d'essieu, sur les extrémités duquel sont disposés des fusées d'essieu ou des supports de roue, et d'au moins deux fusées d'essieu qui sont fixées rigidement au corps d'essieu. L'extrémité libre respective d'une première section de la fusée d'essieu correspondante est montée sur la structure du véhicule de façon articulée, tandis que l'extrémité libre d'une seconde section qui s'étend au-delà du corps d'essieu se présente sous la forme d'un support à ressort et est soutenue par la structure du véhicule au moyen d'au moins un élément faisant ressort. L'essieu rigide comprend, pour chaque côté de roue, une face de bride présentant des évidements correspondants, sur laquelle un support à ressort respectif peut être adapté de façon rigide, cela au moyen d'éléments de fixation séparés qui pénètrent dans lesdits évidements. Grâce à l'invention, on obtient un essieu rigide qui facilite l'adaptation de composants à différents véhicules automoteurs et/ou tractés.
EP03732506A 2002-07-11 2003-05-30 Essieu rigide pour vehicule comportant des bras oscillants longitudinaux et des supports de montage integres Withdrawn EP1521682A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10231376A DE10231376B3 (de) 2002-07-11 2002-07-11 Fahrzeugstarrachse mit integrierten Längslenkern und Anbaukonsolen
DE10231376 2002-07-11
PCT/EP2003/005683 WO2004007221A1 (fr) 2002-07-11 2003-05-30 Essieu rigide pour vehicule comportant des bras oscillants longitudinaux et des supports de montage integres

Publications (1)

Publication Number Publication Date
EP1521682A1 true EP1521682A1 (fr) 2005-04-13

Family

ID=29723847

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03732506A Withdrawn EP1521682A1 (fr) 2002-07-11 2003-05-30 Essieu rigide pour vehicule comportant des bras oscillants longitudinaux et des supports de montage integres

Country Status (7)

Country Link
US (1) US20050242541A1 (fr)
EP (1) EP1521682A1 (fr)
JP (1) JP2005537967A (fr)
KR (1) KR100713711B1 (fr)
BR (1) BR0312598A (fr)
DE (1) DE10231376B3 (fr)
WO (1) WO2004007221A1 (fr)

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US7383914B2 (en) * 2004-12-23 2008-06-10 Cnh America Llc Apparatus and method for reducing shear loading on elements connecting an axle and a chassis of a vehicle
DE102008061190A1 (de) * 2008-12-09 2010-06-10 Bpw Bergische Achsen Kg Achsaufhängung für eine Fahrzeugachse
CN102317092A (zh) * 2009-02-17 2012-01-11 维维乐内德兰公司 用于轮轴悬架的空气弹簧的支撑件
EP2445737B1 (fr) * 2009-06-25 2013-05-29 Basf Se Dispositif de fixation pour une barre stabilisatrice
DE102010006060A1 (de) 2010-01-28 2011-08-18 Daimler AG, 70327 Federkonsole
WO2012135200A2 (fr) 2011-03-28 2012-10-04 Saf-Holland, Inc. Ensemble faisceau de suspension à bras tiré
DE102012201745B4 (de) * 2012-02-07 2015-08-20 Saf-Holland Gmbh Luftfederbefestigung
BE1020713A3 (nl) * 2012-06-18 2014-04-01 Geusens Tony Montageset voor het samenstellen van een wielophanging, wielophanging samengesteld met behulp van zulke montageset, evenals werkwijze voor het samenstellen van een wielophanging gebruik makende van zulke montageset.
DE102013210142A1 (de) 2013-05-31 2014-12-04 Saf-Holland Gmbh Lenkereinheit
DE102013214737A1 (de) * 2013-07-29 2015-01-29 Saf-Holland Gmbh Lenkereinheit
DE102014010228A1 (de) 2014-07-10 2016-01-14 Daimler Ag Achse für ein Fahrzeug sowie Fahrzeug mit einer solchen Achse
DE102014012530A1 (de) * 2014-08-28 2016-03-03 Vb-Techniek B.V. Bausatz für die Ausrüstung der Radaufhängung eines Fahrzeuges mit einer Luftfeder
DE102020103762B4 (de) * 2020-02-13 2023-10-12 Saf-Holland Gmbh Lenkersystem

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DE10140856B4 (de) * 2001-08-21 2004-11-11 Daimlerchrysler Ag Fahrzeugstarrachse mit integrierten Längslenkern
DE10231377B3 (de) * 2002-07-11 2004-01-15 Daimlerchrysler Ag Fahrzeugstarrachse mit integrierten Länglenkern
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Also Published As

Publication number Publication date
KR100713711B1 (ko) 2007-05-02
JP2005537967A (ja) 2005-12-15
KR20050018987A (ko) 2005-02-28
WO2004007221A1 (fr) 2004-01-22
DE10231376B3 (de) 2004-01-15
US20050242541A1 (en) 2005-11-03
BR0312598A (pt) 2005-04-12

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