EP4355595A1 - Essieu de bogie pour véhicule à direction de déplacement préférée, et véhicule équipé d'au moins un essieu de bogie de ce type - Google Patents

Essieu de bogie pour véhicule à direction de déplacement préférée, et véhicule équipé d'au moins un essieu de bogie de ce type

Info

Publication number
EP4355595A1
EP4355595A1 EP21733953.0A EP21733953A EP4355595A1 EP 4355595 A1 EP4355595 A1 EP 4355595A1 EP 21733953 A EP21733953 A EP 21733953A EP 4355595 A1 EP4355595 A1 EP 4355595A1
Authority
EP
European Patent Office
Prior art keywords
axle
vehicle
bogie
wheel
front wheel
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.)
Pending
Application number
EP21733953.0A
Other languages
German (de)
English (en)
Inventor
Alexander Eyring
Stefan Maier
Bernhard Schnabel
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.)
NAF Neunkirchener Achsenfabrik AG
Original Assignee
NAF Neunkirchener Achsenfabrik 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 NAF Neunkirchener Achsenfabrik AG filed Critical NAF Neunkirchener Achsenfabrik AG
Publication of EP4355595A1 publication Critical patent/EP4355595A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
    • B60G5/02—Resilient suspensions for a set of tandem wheels or axles having interrelated movements mounted on a single pivoted arm, e.g. the arm being rigid
    • 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
    • B60G2200/318—Rigid axle suspensions two or more axles being mounted on a longitudinal rocking or walking beam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • 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
    • B60G2204/419—Gears
    • 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
    • B60G2204/419—Gears
    • B60G2204/4191—Planetary or epicyclic gears
    • 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
    • B60G2206/011—Modular constructions
    • B60G2206/0112—Bogies for heavy vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/08—Agricultural vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/61—Load distribution

Definitions

  • Bogie axle for a vehicle with a preferred direction of travel and vehicle with at least one such bogie axle
  • the invention relates to a bogie axle for a vehicle with a preferred direction of travel and a vehicle with at least one such bogie axle.
  • Bogie axles which are also called double axle units, pendulum units or tandem axles, are double axles that can be connected to a vehicle frame of a vehicle.
  • a bogie axle generally includes at least one axle rocker, also known as a tandem axle carrier, which has two spaced-apart hubs for arranging a front wheel and a rear wheel as the output, and which has an axle rocker bearing arranged between the hubs for mounting the axle rocker on a rigid axle carrier .
  • the axle swing bearing in turn has an input shaft as input, which is coupled to drive the front wheel and the rear wheel via at least one transmission.
  • a vehicle with a preferred direction of travel for example a forwarder, motor grader, combine harvester or similar self-propelled harvesting or construction machine, which is significantly more than 50%, for example 60%, 70%, 80%, 90% or more of their usual operating time in one direction of travel (usually forwards) and only for turning and maneuvering in the opposite direction of travel (usually backwards), the same, rear part of the drive of the bogie axle and the rear tire are always subjected to higher loads.
  • Previous attempts to compensate for such an erecting effect have in turn caused new disadvantages such as, for example, a considerable additional installation space requirement and poorer efficiency due to additional drive components.
  • the erection effect is also suppressed when it is desired, for example when driving over obstacles (rocks, roots, ditches, etc.).
  • the object of the present invention is to create a bogie axle for a vehicle with a preferred direction of travel, which enables improved driving characteristics at least when driving the vehicle in the preferred direction of travel.
  • a further object of the invention is to create a vehicle with a preferred direction of travel which, at least when driving in the preferred direction of travel, has improved driving characteristics and avoids the disadvantages of the conventional prior art.
  • a first aspect of the invention relates to a bogie axle for a vehicle with a preferred direction of travel, comprising at least one axle swing arm which, as output, has two spaced hubs for arranging a front wheel and a rear wheel, and which has an axle swing arm bearing arranged between the hubs for pivoting the axle swing arm on an axle carrier or vehicle frame, wherein the axle swing bearing has an input shaft as input, which is coupled to drive the front wheel and the rear wheel via at least one gear with these.
  • a geometry of the at least one axle rocker corresponds to Formula I: in which e : eccentricity of an axis of rotation of the axle swing bearing in the preferred direction of travel, starting from a central axis arranged between the hubs,
  • R static tire radius of the wheels to be mounted
  • i gear ratio of the swing arm as a ratio of an input speed of the input to an output speed of the output
  • a superelevation of the axis of rotation compared to the centers of the hubs of the swing arm
  • FT sum of the tangential wheel loads FT of the bogie axle in mounted condition during operation of the vehicle
  • FG Sum of the radial front wheel loads FR v and the radial rear wheel loads FR h of the bogie axle in the assembled state during operation of the vehicle and in which i BB is 1 if the bogie axle does not have a torque divider to even out a non-uniform impact on the front wheel and the rear wheel or in which i BB denotes a transmission ratio of the torque divider if the bogie axle has the torque divider to equalize the moment of force acting unevenly on the front wheel and the rear wheel.
  • the bogie axle is mounted eccentrically according to the invention, with the eccentricity e being influenced by the tire radius R, the elevation of the axis of rotation (D) relative to the center points of the hubs of the axle swing arm a and the gear ratios between the input and output of the axle swing arm i and iBB are agreed that the formula (I) applies.
  • the inventive eccentric displacement of the bearing of the axle rocker forward or in the preferred direction of travel of the vehicle, the static axle load is shifted towards the front wheel.
  • the bogie axle comprises two swingarms and accordingly a total of four hubs for mounting four tires, the two swingarms being located on each side of the associated vehicle.
  • the parameters mentioned in formula (I) can be selected within the limit values 0.05 and 0.4 according to the formula so that for each typical tractive force/axle load ratio FT/FG of different vehicles with the preferred direction of travel results in extensive or complete or at least almost complete compensation of the erection effect, at least during forward travel or in typical work situations.
  • the ratio FT/FG can be 0.05, 0.06, 0.07, 0.08, 0.09, 0.10, 0.11,
  • the upper limit of 0.4 defines a ratio FT/FG that is usually particularly useful for heavy-duty applications, such as forest machines.
  • the lower limit of 0.05 ensures that even a comparatively small erection effect can still be reliably compensated for in less severe applications.
  • a maximum traction ratio or a medium or low traction ratio in typical work situations can be responsible for the degree of eccentricity of the bogie axle.
  • the axle load and thus FG increase continuously as the load increases. At the same time, however, this also increases the required tractive force, so that given ground conditions over longer time intervals, a similar, approximately the same tractive force ratio FT/FG is also set in such vehicles.
  • the front wheel which is normally less loaded during operation, is initially subjected to a higher load when stationary. However, the front wheel is then relieved during operation due to the vertical effect of the bogie axle according to the invention, as a result of which the wheel contact forces at the front and rear are evened out.
  • the wheel contact forces can be largely or even completely or at least almost completely compensated for at the typical operating point of the associated vehicle.
  • the load on the front wheel is then advantageously further relieved and the axle load is shifted to the rear wheel, so that there is a certain standing effect again, which makes it easier to drive over the obstacle.
  • the maximum load on the rear wheel is still lower than with a conventional, symmetrically mounted bogie axle.
  • the drive components of at least the rear wheel can thus be designed to be lighter and more economical.
  • the eccentric mounting of the bogie axle according to the invention does not require any additional installation space or any additional drive components and can therefore be implemented almost cost-neutrally.
  • existing vehicles can also be easily retrofitted and equipped with the bogie axle according to the invention.
  • the term “front” (v) generally refers to elements of the bogie axle that are in the preferred direction of travel when installed on the associated vehicle, while the term “rear” (h) conversely refers to elements of the bogie axle that are opposite to the preferred direction of travel.
  • tangential refers to a vector parallel to a flat ground surface on which the bogie axle with mounted (preferably the same size) tires is placed.
  • radial designates a vector that is perpendicular to this level ground surface.
  • “a/an” in the context of this disclosure should generally be read as an indefinite article, i.e. always as “at least one/at least one” unless expressly stated otherwise. Conversely, “a/an” can also be understood as "only one/only one”.
  • the static tire radius R is selected to be smaller than in a similar associated vehicle with a two-wheel rigid axle instead of the bogie axle.
  • tires are mounted on the hubs of the bogie axle, the radius R of which is smaller than the radius R' of those tires that would normally be mounted on the associated vehicle if this did not have the bogie axle according to the invention, but would have a conventional, two-wheeled rigid axle.
  • two-wheeled rigid axles can be exchanged particularly easily for the bogie axle according to the invention, so that existing ones Vehicles can be retrofitted easily and without additional conversion measures.
  • the gear ratio i is selected in such a way that the tire radius R, which is smaller than that of the rigid axle, is compensated for at least 90%, preferably at least 98%, in particular 100% and/or that the superelevation a of the axis of rotation relative to the centers of the hubs of the axle rocker is selected in such a way that a height difference that occurs due to the smaller tire radii R compared to the rigid axle is compensated for at least 90%, preferably at least 98%, in particular 100%.
  • two-wheel rigid axles can be exchanged for the bogie axle according to the invention in a particularly simple manner with the same or at least substantially the same traction and/or maximum speed.
  • the input shaft has a stub shaft for connecting a vehicle-side drive shaft.
  • a bearing is provided, by means of which the stub shaft is rotatably mounted on the axle rocker.
  • Such an independent bearing of the input shaft also enables a "separate" design, in which separate assemblies can be fastened in the vehicle frame and connected to the wheel output or the axle swing arm, which is also separately fastened, by means of a shaft that may be open, as is common in combine harvesters, for example is.
  • the bearing is arranged centered in a ring of the axle swing bearing that is stationary with respect to a vehicle frame of the vehicle, which advantageously ensures optimum alignment of the shafts.
  • Conventional storage in In contrast, tandem axle supports are disadvantageous because the stub shaft for connecting a drive shaft coming from the differential would then be offset to the connection of the slewing ring on the vehicle frame due to tolerances. This would require flexible couplings, articulated shafts or other such components for connecting the drive shaft, which can advantageously be dispensed with with the present embodiment according to the invention.
  • the bearing comprises a flange which has a thread for fastening the axle swing arm to the vehicle, in particular to its vehicle frame. Since the flange for this bearing is designed in such a way that it simultaneously provides the thread for attachment to the vehicle frame, a cost- and space-optimized design of the bogie axle according to the invention can be implemented.
  • a second aspect of the invention relates to a vehicle with a preferred direction of travel, comprising at least one bogie axle according to the first aspect of the invention.
  • the vehicle according to the invention has improved driving characteristics, at least when driving in the preferred direction of travel.
  • the bogie axle preferably has at least two axle rockers which are arranged on the respective sides of the vehicle. Provision can furthermore be made for the vehicle to have exactly one bogie axle, which is preferably fastened to a vehicle frame in a front half of the vehicle or is pivotably fixed thereto. Further features and their advantages can be found in the descriptions of the first aspect of the invention, with advantageous configurations of the first aspect of the invention being to be regarded as advantageous configurations of the second aspect of the invention and vice versa.
  • the vehicle has at least one bogie stopper, by means of which a relative movement, in particular a rotational movement, of the axle rocker relative to the vehicle frame is limited.
  • a bogie stopper is generally together with an associated stop a structurally simple way to limit the relative movement of the axle rocker relative to the vehicle frame and thus a tire collision with the vehicle frame, a rollover of the To prevent axle swing and the like particularly reliable.
  • the bogie stopper can optionally be arranged stationary relative to the vehicle frame or stationary relative to the axle swing arm and interact with a corresponding stop which is accordingly arranged on the axle swing arm or on the vehicle frame.
  • the bogie stopper and/or the vehicle frame to have at least one stop element, which is preferably fastened in a detachable manner.
  • a stop element represents a stop point on the vehicle frame and/or on the axle rocker, which can be easily exchanged and thus easily replaced in the event of damage. It is also possible to easily adjust the attachment points and dimensions to different vehicle/axle swing arm combinations.
  • this comprises at least one actuator, by means of which an adjusting force can be exerted on the axle swing arm in order to load and/or relieve the load on the rear wheel and/or the front wheel.
  • an actuator or several actuators e.g. hydraulic cylinders
  • the rear wheel can be pushed down or pulled up if necessary. to load the rear wheel and relieve the front wheel.
  • the front wheel can also be loaded and the rear wheel can be relieved.
  • the "Bogielift” can be used to advantage when driving forwards to relieve the load on the front wheel and thus support turning maneuvers (e.g. at the end of the field).
  • the turning circle is also reduced, which is an advantage, for example, when maneuvering in narrow courtyards.
  • the actuator can be actuated manually and/or is coupled to a first control device of the vehicle, the first control device being designed to control and/or regulate the actuator depending on a driving situation.
  • the control device can, for example, use position data, sensor data, camera data, user inputs or the like to control and/or regulate the at least one actuator.
  • the “bogie lift” can therefore be actuated manually, for example when turning, or by means of the control device, for example when braking.
  • the bogie axle to have the torque divider for equalizing a force moment acting unevenly on the front wheel and the rear wheel, with the torque divider preferably comprising a double planetary gear.
  • a torque divider can also be referred to as a “balancing system” and can advantageously be used to compensate for the weight shift of the bogie axle according to the invention to the front wheel when braking.
  • the torque divider can also be used to advantage if the traction force ratio of the vehicle is particularly high during operation, so that the mathematically required eccentricity of the bearing would be too large for practical use and would violate the limits specified in formula (I).
  • the torque divider is coupled to a second control device of the vehicle, the second control device being designed to control and/or regulate the torque divider as a function of a driving situation. In this way, the torque divider can also be “actively” controlled or regulated.
  • the second control device can be embodied independently of the first control device and optionally coupled with it for data exchange. Alternatively, the second control device can be part of the first control device.
  • This also represents a structurally advantageous option for balancing the front and rear wheel forces of the bogie axle according to the invention and for improving the driving characteristics of the vehicle.
  • this is designed as an agricultural machine, in particular as a combine harvester, and/or as a forestry machine, in particular as a forwarder, and/or as a construction machine, in particular as a motor grader.
  • FIG. 1 shows a side view of a bogie axle according to the invention
  • FIG. 2 shows a schematic side view of the bogie axle according to the invention with dimensions and force vectors
  • FIG. 3 shows a diagram of the wheel contact forces of a combine harvester with different loading conditions and axle loads
  • Fig. 4 is a schematic diagram of the combine harvester, in which a two-wheeled
  • FIG. 5 shows a schematic cross section through an axle swing bearing of the bogie axle according to the invention according to a further embodiment
  • FIG. 6 shows a schematic cross section through an axle swing bearing of a further exemplary embodiment of the bogie axle according to the invention with a torque divider;
  • FIG. 7 is a schematic and perspective view of a bogie stopper attached to the axle swing arm
  • FIG. 8 shows a schematic and partial longitudinal section of the bogie stop shown in FIG. 7;
  • Fig. 9 is a schematic representation of a vehicle that is equipped with the bogie axle according to the invention and includes an actuator, by means of which a force can be exerted on the axle rocker in order to relieve the front wheel of the bogie axle and load the rear wheel.
  • Fig. 1 shows a side view of a bogie axle 10 according to the invention for a vehicle 12 (Fig. 4) with a preferred direction of travel V.
  • Fig. 1 is explained below in conjunction with Fig. 2, which is a schematic side view of the bogie axle 10 according to the invention with dimensions and force vectors shows.
  • the bogie axle 10 according to the invention comprises at least one axle swing arm 14, which as output has two spaced hubs 16 for arranging a front wheel 18 and a rear wheel 18, and which has an axle swing arm bearing 20 arranged between the hubs 16 for the pivot mounting of the axle swing arm 14 on an axle carrier or vehicle frame (not shown) of the vehicle 12 .
  • the axle swing bearing 20 has an input shaft 22 (FIG.
  • a geometry of the axle rocker 14 corresponds to formula I: in which e: eccentricity of an axis of rotation D of the axle swing bearing 20 in the preferred direction of travel V, starting from a central axis M arranged between the hubs 16;
  • R static tire radius of the wheels 18 to be mounted or mounted
  • i gear ratio of the axle rocker 14 as a ratio of an input speed of the input to an output speed of the output
  • a elevation of the axis of rotation D in relation to the centers of the hubs 16 of the axle rocker 14;
  • FT Sum of the tangential wheel loads FT of the bogie axle 10 in the assembled state during operation of the vehicle 12; and FG : mean the sum of the radial front wheel loads FRv and the radial rear wheel loads FR h of the bogie axle 10 in the installed state during operation of the vehicle 12 and in which i BB : 1 if the bogie axle 10 does not have a torque divider 44 (Fig 6) to equalize an uneven moment of force acting on the front wheel 18 and the rear wheel 18; or in which iBB denotes a transmission ratio of the torque divider 44 if the bogie axle 10 has the torque divider 44 to equalize the moment of force acting unevenly on the front wheel 18 and the rear wheel 18 .
  • the parameters mentioned are generally determined taking into account the wheels 18 to be mounted or already mounted or with the bogie axle 10 mounted on the vehicle 12 on a level standing or ground surface B.
  • “Operation of the vehicle 12” is generally to be understood as meaning a typical operating situation of the relevant vehicle 12, ie an operating situation in which the vehicle 12 is at least predominantly in normal operation.
  • the central axis M is perpendicular to the floor surface B and bisects a wheelbase L, which is measured between centers of the hubs 16, into a front section L v and a rear section L h .
  • the bogie axle 10 according to the invention is therefore mounted eccentrically, with the eccentricity e according to formula (I) being based on the tire radius R, the superelevation a of the axis of rotation D in relation to the centers of the hubs 16 of the axle swing arm 14 and the transmission ratios of the gears between and output of the axle rocker i and i BB is matched.
  • the selection of the limit value between 0.05 and 0.4 is primarily based on the traction force/axle load ratio FT/FG typical for the application of the vehicle 12 in question, in which a complete or at least largely complete compensation of the erection effect the bogie axle 10 appears particularly advantageous.
  • the upper limit of 0.4 represents a typical FT/FG ratio in heavy-duty applications such as forest machines.
  • the lower limit of 0.05 can be used to (partially) compensate for a comparatively small pitching effect in practice. Due to this eccentric arrangement of the axle rocker bearing 20 of the axle rocker 14 to the front or in the direction of the front In the driving direction V, the static axle load is shifted in the direction of the front wheel 18 and the following advantages in particular result:
  • the coordination according to the invention of the displacement of the axle swing bearing 20 forward (dimension “e”), the bogie cant (dimension “a”) and the gear ratio i can be determined as follows.
  • a balanced wheel load and thus an even ground pressure as well as a largely even load on the drive train parts at the front and rear result when the radial wheel force components FR v and FR h are the same at the front and rear:
  • FG weight force on the axle swing under consideration
  • ⁇ FR stat static wheel load increase due to eccentricity e (here: forward shift)
  • ⁇ FR dyn dynamic wheel load increase due to drive forces (here: forward travel)
  • the moment balance around the input shaft 22 of the axle swing arm 14 provides: with:
  • balanced wheel contact forces at the front and rear result when eccentricity e, tire radius R, translation i and cant a of the axle rocker 14 are matched to the traction force ratio FT/FG of the associated vehicle 12, as shown in formula (i).
  • this can be, for example, the maximum traction ratio or an average traction ratio in typical work situations.
  • the axle load and thus FG increase continuously as the load increases. At the same time, however, this also increases the required tractive force, so that a similar, almost constant tractive force ratio FT/FG is established over a long period of time given the given soil conditions.
  • a ratio FT/FG ⁇ 0.2 is assumed to be a typical traction force ratio in the working area of a vehicle 12 designed here as a combine harvester.
  • FIG. 4 shows a basic representation of the combine harvester 12 in which a two-wheel rigid axle 28 with individual wheels 18 with a radius R' is exchanged for the bogie axle 10 according to the invention, which is dimensioned as described.
  • the bogie axle 10 is arranged in a conventional manner on a vehicle frame (not shown) of the vehicle 12 and has two axle rockers 14 on both sides of the vehicle 12 which can be pivoted relative to the vehicle frame.
  • the left axle as seen in the preferred direction of travel V rocker 14 can be seen in FIG.
  • the bogie axle 10 has two wheels 18 per side of the vehicle with a smaller radius R in each case.
  • the radii R of the wheels 18 are identical in the present case, but can in principle also be chosen to be different. Furthermore, the radii R of the wheels 18 of the bogie axle 10 can correspond to the radius R" of the conventionally mounted flinter wheel 18 of the combine harvester 12, so that, for example, the same wheel types and dimensions can be used for the bogie axle 10 and the rear axle of the vehicle 12 .
  • the bogie axle 10 according to the invention is preferably driven in coaxially or for driving in the rigid axle 28. As shown in FIG. 4, this allows the rigid axle 28 and bogie axle 10 to be easily exchanged without changing the position of the transmission of the vehicle 12.
  • the translation i in the axle rocker 14 and the elevation a are preferably chosen such that the tire radii R of the bogie axle 10, which are smaller than the standard radii R' of the rigid axle 28, are completely or at least largely compensated. This allows the rigid axle 28 and bogie axle 10 to be easily exchanged with the same or at least largely the same traction and/or maximum speed of the vehicle 12.
  • FIG. 3 shows a diagram of the wheel contact forces FR /h of the combine harvester 12 shown in FIG. 4 with different loading states and axle loads using the above-mentioned parameters from this exemplary embodiment.
  • the front and rear wheel contact forces FRv/h are plotted in N on the ordinate, while the tensile force FT of the axle rocker 14 in N is plotted on the abscissa.
  • the typical working area of the combine harvester 12 is marked as a dark area. Also designate:
  • the ratio FT/FG ⁇ 0.2 is always within the marked range, regardless of the load status, and thus covers the entire typical working range of the combine harvester 12 .
  • the shifting of the axle load to the front wheel which is coordinated according to the invention, thus has a favorable effect on the ground pressure and the durability of the drive components in most driving situations.
  • the design according to the invention it has a particularly favorable effect in typical work situations, such as in the grain harvest, where it makes a significant contribution to soil protection and productivity.
  • FIG. 5 shows a schematic and partial cross section through the axle rocker bearing 20 of the bogie axle 10 according to the invention according to a further embodiment.
  • their axle swing arm with a slewing ring is usually connected directly to the differential via an axle carrier (“integrated” design).
  • the input shaft 22 of the bogie axle 10 according to the invention can be mounted in a floating manner.
  • the middle drive wheel 30 in the axle swing arm 14 only requires a support bearing 32 to absorb the difference in the forces that arise from the meshing of teeth with a front and rear gear wheel chain 34v, 34h.
  • the bearings of the input or drive shaft 22 have play in relation to the axial stop, so that the drive shaft 22 can be displaced axially with play.
  • a shaft stub 36 for connecting an external drive shaft (separate design).
  • a flange 38 is centered on a part 40 of the pivot bearing on the vehicle side or on the vehicle stuff frame.
  • the flange 38 is preferably designed in such a way that it simultaneously provides a thread 42 for attachment to the vehicle frame.
  • the flange 38 and thus the bearing is thus, in an unusual way, not on the axle swing arm 14 and thus stationary in relation to the axle swing arm 14, but rather in a stationary manner in relation to the vehicle frame, for example via a stationary inner ring of the axle swing arm bearing 20 connected to the vehicle frame (e.g via a slewing ring).
  • the independent bearing of the input shaft 22 enables a "disconnected" design in which, for example, a differential (not shown) can be attached as a separate assembly on or in the vehicle frame and, if necessary, by means of an open-running shaft with the likewise separately attached Wheel output or here the separately attached swing arm 14 can be connected (as is usual, for example, with combines).
  • a mounting of the input shaft 22 in the tandem axle carrier, which is common in the prior art, would be disadvantageous here because the shaft stub 36 for connecting the drive shaft coming from a differential would then be offset from the connection of the slewing ring on the vehicle frame due to tolerances. This would require flexible couplings or even a cardan shaft to connect the drive shaft.
  • axle swing bearing 20 can then in turn be centered with respect to the vehicle frame in order to ensure optimal alignment of the shafts to be connected to one another.
  • An advantageous design of the flange 38 for this bearing can serve for this purpose, in that the flange 38 also provides the already mentioned thread 42 for attachment to the vehicle frame. This allows the connection of the axle swing arm 14 or the bogie axle 10 to the vehicle 12 to be optimized in terms of costs and installation space.
  • Fig. 6 shows a schematic cross section through an axle swing bearing 20 of a further embodiment of the bogie axle 10 according to the invention.
  • the axle swing bearing 20 has, in contrast to the previous embodiment tion example, a so-called “balancing system", that is, a torque divider 44 to compensate for the axle load shift to the front wheel 18 of the bogie axle 10 when braking.
  • the balancing system 44 can be used advantageously when the traction force ratio during operation of the vehicle 12 is particularly high, so that the mathematically required eccentricity e of the bogie axle 10 would be too large for practical use.
  • the transmission ratio of the axle swing arm 14 effective for the dynamic shifting of the wheel load is reduced by the ratio of the double planetary gear and the condition for uniform wheel loads is calculated then as follows: where i BB denotes the translation of the torque divider 44 and FT/FG is between 0.05 and 0.4.
  • i BB denotes the translation of the torque divider 44 and FT/FG is between 0.05 and 0.4.
  • FIG. 7 shows a schematic and perspective view of a bogie stopper 48 which is attached to the axle swing arm 14 and which is basically optional and which can strike an associated stop which is attached in a stationary manner relative to the vehicle frame.
  • FIG. 7 is explained in conjunction with FIG. 8, in which a schematic and partial longitudinal section of the bogie stopper 48 shown in FIG. 7 is shown.
  • the bogie stopper 48 together with an associated stop on the vehicle frame (not shown), limits the relative rotation of the axle swing arm 14 with respect to the vehicle frame. A rollover of the axle swing arm 14 and a tire collision with the chassis can thus be prevented.
  • the bogie stopper 48 in the example shown is releasably screwed to the axle swing arm 14 via screws 50 and is thus fastened to it in an exchangeable manner.
  • the bogie stopper 48 can of course also be permanently connected to the axle rocker 14 or can be designed integrally.
  • 9 shows a schematic representation of a vehicle 12 that is equipped with the bogie axle 10 according to the invention and, in the present embodiment, also includes an actuator 52, by means of which an actuating force can be exerted on the axle rocker 14 in order to move the front wheel, depending on the situation To relieve 18 of the bogie axle 10 and to load the rear wheel 18.
  • the actuator 52 loads the front wheel 18 and relieves the load on the rear wheel 18 depending on the situation.
  • the actuator 52 which in the present case comprises a hydraulic cylinder, thus represents a type of “bogie lift” and is attached to the vehicle frame at one end and to the rear part of the axle swing arm 14 at the other end.
  • the actuator 52 can also be fastened to the front part of the axle swing arm 14 .
  • the actuator 52 pushes the rear wheel 18 down or pulls it up to vary the loading on the front and rear wheels 18 .
  • the “bogie lift” 52 can be used to advantage when driving forward, for example, in order to relieve the load on the front wheel 18 and thus support turning maneuvers (for example at the end of the field). When the front wheel 18 is completely relieved, the turning circle is also reduced, which is advantageous, for example, when maneuvering in narrow yards.
  • the actuator 52 can be activated manually (when turning) or also automatically or depending on the situation (for example when braking).
  • the actuator 52 in the example shown is coupled for data exchange with a control device 54 of the vehicle 12, which is designed to control and/or regulate the actuator 52 depending on a driving situation.
  • the control device 54 can also be used to control and/or regulate the aforementioned “balancing system” 44 if the bogie axle 10 is equipped with such a system.
  • axle swing bearing 22 input shaft 24 gearbox

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

Abstract

L'invention concerne un essieu de bogie (10) pour un véhicule (12) à direction de déplacement préférée (V). L'essieu de bogie (10) comprend au moins une bascule d'essieu (14) qui a, en tant que sortie, deux moyeux (16) qui sont disposés à distance l'un de l'autre pour l'agencement d'une roue avant (18) et d'une roue arrière (18), et qui comporte un support de bascule d'essieu excentrique (20) qui est disposé entre les moyeux (16) pour le montage pivotant de la bascule d'essieu (14) sur un support d'essieu, le support de bascule d'essieu (20) ayant, en tant qu'entrée, un arbre d'entrée (22) qui, pour entraîner la roue avant (18) et la roue arrière (18), est couplé à celui-ci par l'intermédiaire d'au moins une transmission (24). Une géométrie de ladite au moins une bascule d'essieu (14) correspond à la formule (I) où e désigne une excentricité d'un axe de rotation (D) du support de bascule d'essieu (20) dans la direction de déplacement préférée (V) à partir d'un axe central (M) qui est disposé entre les moyeux (16). L'invention concerne en outre un véhicule (12) équipé d'un essieu de bogie (10) de ce type.
EP21733953.0A 2021-06-15 2021-06-15 Essieu de bogie pour véhicule à direction de déplacement préférée, et véhicule équipé d'au moins un essieu de bogie de ce type Pending EP4355595A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2021/066093 WO2022262953A1 (fr) 2021-06-15 2021-06-15 Essieu de bogie pour véhicule à direction de déplacement préférée, et véhicule équipé d'au moins un essieu de bogie de ce type

Publications (1)

Publication Number Publication Date
EP4355595A1 true EP4355595A1 (fr) 2024-04-24

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP21733953.0A Pending EP4355595A1 (fr) 2021-06-15 2021-06-15 Essieu de bogie pour véhicule à direction de déplacement préférée, et véhicule équipé d'au moins un essieu de bogie de ce type

Country Status (3)

Country Link
US (1) US20240227480A1 (fr)
EP (1) EP4355595A1 (fr)
WO (1) WO2022262953A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4120801A1 (de) * 1991-06-24 1993-01-21 Neunkirchner Masch Achsen Antriebsvorrichtung fuer tandemachsen
US5562172A (en) * 1994-01-06 1996-10-08 Mick; Jeffrey Wheeled vehicle arrangement for distributing agricultural materials in fields having undulations such as soft walled levees and the like
DE20217910U1 (de) * 2002-11-19 2003-02-20 NAF Neunkirchener Achsenfabrik AG, 91077 Neunkirchen Vorrichtung zur Regulierung des Aufstellens einer Tandemachse
FI129208B (en) * 2016-05-13 2021-09-15 Deere & Co Offset adapter for vehicle drive axle configuration and method for changing wheelbase

Also Published As

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US20240227480A1 (en) 2024-07-11
WO2022262953A1 (fr) 2022-12-22

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