GB2514910A - Tandem axle for a utility vehicle - Google Patents

Tandem axle for a utility vehicle Download PDF

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Publication number
GB2514910A
GB2514910A GB201406570A GB201406570A GB2514910A GB 2514910 A GB2514910 A GB 2514910A GB 201406570 A GB201406570 A GB 201406570A GB 201406570 A GB201406570 A GB 201406570A GB 2514910 A GB2514910 A GB 2514910A
Authority
GB
United Kingdom
Prior art keywords
axle
gear
tandem
differential gear
shift collar
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Withdrawn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
GB201406570A
Other versions
GB201406570D0 (en
Inventor
Vishal Keerthi Kuntadka Rathnaraja
Dhanesh Krishna
Dipak Sonawane
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
Daimler 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 Daimler AG filed Critical Daimler AG
Priority to GB201406570A priority Critical patent/GB2514910A/en
Publication of GB201406570D0 publication Critical patent/GB201406570D0/en
Publication of GB2514910A publication Critical patent/GB2514910A/en
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/36—Arrangement or mounting of transmissions in vehicles for driving tandem wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/056—Regulating distributors or valves for hydropneumatic systems
    • B60G17/0565—Height adjusting valves
    • 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
    • B60G2204/47—Means for retracting the suspension
    • 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
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • 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
    • B60G2300/026—Heavy duty trucks
    • B60G2300/0262—Multi-axle trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/36—Independent Multi-axle long vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/40—Variable track or wheelbase vehicles
    • B60G2300/402—Extra load carrying wheels, e.g. tag axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/12—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels
    • B62D61/125—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with variable number of ground engaging wheels, e.g. with some wheels arranged higher than others, or with retractable wheels the retractable wheel being a part of a set of tandem wheels

Abstract

A tandem axle 10 for a utility vehicle is provided. The tandem axle 10 comprises: a first axle 14; a second axle 16, the axles 14, 16 being arranged one after another with respect to the longitudinal direction of the vehicle; and a lifting device for lifting and lowering the first axle 14 in relation to the second axle 16. The tandem axle 10 further comprises: a differential gear 30 via which the axles 14, 16 are drivable, the differential gear 30 being configured to distribute torques to the respective axles 14, 16; and a coupling device 48 configured to couple and decouple the first axle 14 and the differential gear 30.

Description

Tandem Axle for a Utility Vehicle The invention relates to a tandem axle according to the preamble of patent claim 1.
Such a tandem axle for a utility vehicle can be found in GB 2016 388 A. The tandem axle comprises a first axle and a second axle. The axles are arranged one after another with respect to the longitudinal direction of the vehicle. For example, the second axle is arranged behind the first axle.
The tandem axle further comprises a lifting device for lifting and lowering the first axle in relation to the second axle. For example, if the utility vehicle is unloaded, the first axle can be lifted in the vertical direction of the vehicle towards the top by means of the lifting device. Thereby, the rolling friction of the utility vehicle can be kept low so that the utility vehicle can be driven efficiently. If the utility vehicle is loaded, the first axle can be lowered in the vertical direction of the vehicle towards the bottom so that the utility vehicle can be supported on the ground via both the first axle and the second axle. Thereby, heavy loads can be transported by the utility vehicle.
US 4 284 156 shows an automatic control apparatus for a lifting device of a liftable axle of a double-axle unit of multiple axle vehicles, including a non-liftable axle and which controls the lifting dependent upon axle loading. The automatic control apparatus comprises a frame having two of the axles combined in a double-axle unit yieldingly connected to said frame. The automatic control apparatus further comprises a lifting device for lifting and lowering the liftable axle of the double-axle unit. The automatic control apparatus further comprises a sensor for determining magnitude of load carrying by the liftable axle in elevated and lowered positioning respectively separately emitting corresponding control values for the particular loading of both the liftable axle and the non-liftable axle, said sensor adding the total load of the double-axle unit collectively for purposes of emitting thereof. Moreover, the automatic control apparatus comprises a control element for actuating said lifting device only in response to and dependent upon the total load control value emitted collectively from said sensor to eliminate oscillating pendulum action in lift positioning and to assure stable travelling in behaviour of the multiple axle vehicles. GB 939 307 A shows a multi-axled road vehicle having tandem, load-carrying rear axles, and provided with means for lifting the foremost axle relatively to the rearmost axle.
Furthermore, WO 2007/058797 Al shows a lifting mechanism for a vehicle axle, the lifting mechanism comprising a first bracket having two substantially vertically orientated slots.
The lifting mechanism further comprises a second bracket comprising a substantially horizontal plate and a bar secured to said plate wherein end portions of said bar extend through said vertically orientated slots. The lifting mechanism further comprises an airbag located under said horizontal plate, a first connector having one end connected to one end portion of said bar and the other end of said first connecter being connected to an axle housing, and a second connector having one end connected to the other end portion of said bar and the other end of said second connector being connected to said axle housing.
It is an object of the present invention to provide a tandem axle which allows realizing a particularly efficient operation of a utility vehicle.
This object is solved by a tandem axle having the features of patent claim 1.
Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to provide a tandem axle of the kind indicated in the preamble of patent claim 1, by means of which tandem axle a particularly efficient operation of the utility vehicle can be realized, according to the present invention the tandem axle comprises a differential gear via which the axles are driveable, the differential gear being configured to distribute torques to the respective axles. Furthermore, the tandem axle comprises a coupling device configured to couple and decouple the first axle and the differential gear whilst the second axle is coupled to the differential gear. This means the first axle being liftable by the lifting device can be coupled to the differential gear by means of the coupling device so that both the first axle and the second axle can be driven via the differential gear.
Thus, heavy loads can be transported by the utility vehicle very efficiently. Moreover, the utility vehicle can be driven on impractical grounds. Moreover, decoupling the first axle from the differential gear does not affect the second axle which is and stays coupled to the differential gear even if the first axle is decoupled from the differential gear.
Moreover, the first axle can be decoupled from the differential gear so that torques cannot be transmitted from the differential gear to the first axle so that the first axle is not driven.
For example, the first axle can be decoupled from the differential gear when the first axle is lifted. Hence, the rolling friction of the tandem axle can be kept low and the mechanical efficiency of the tandem axle can be improved. In other words, an improved mechanical efficiency can be realized by decoupling the first axle from the differential gear during unloaded conditions when the liftable first axle is lifted. The improved mechanical efficiency especially results from a reduced oil churning loss. Moreover, decoupling the first axle from differential gear results in improved gear life and improved bearing life.
Furthermore, in the tandem axle according to the present invention, already existing components of conventional designs can be used so that the cost can be kept particularly low. Moreover, an improved drive line angle especially for the first axle can be realized.
In an advantageous embodiment of the invention, the coupling device comprises at least one shift collar and an actuator for moving the shift collar between at least one coupling position and at least one decoupling position. In the coupling position, the first axle is coupled to the differential gear so that the first axle can be driven by the differential gear.
In the decoupling position, the first axle is decoupled from the differential gears so that the first axle cannot be driven via the differential gear. Preferably, the second axle is coupled to the differential gear in both the coupling position and the decoupling position so that the second axle can be driven via the differential gear in both the coupling position and the decoupling position of the shift collar.
By means of the shift collar and the actuator, the first axle can be coupled to and decoupled from the differential gear in a need-based manner so that a particularly efficient operation of the utility vehicle can be realized.
In a further advantageous embodiment of the invention, the coupling device comprises at least one shaft and at least one gear pinion arranged on the shaft, the gear pinion being rotatable in relation to the shaft. Thereby, the installation space of the coupling device can be kept particularly low.
For example, the shift collar is arranged on the shaft, the shift collar being connected to the shaft in a rotationally fixed manner. This means the shift collar is arranged on the shalt in such a way that a rotation of the shift collar in relation to the shaft is prevented.
However, the shift collar is translationally movable in relation to the shaft so that the shift collar can be moved between the coupling position and the decoupling position. For example, in the decoupling position, the shift collar is decoupled from the gear pinion rotatably arranged on the shalt. Thereby, torques cannot be transmitted from the gear pinion to the shaft via the shift collar or vice versa. In the coupling position, the shift collar is coupled to the gear pinion in a rotationally fixed manner so that torques can be transmitted Irom the gear pinion to the shalt via the shift collar or vice versa.
In a particularly advantageous embodiment of the invention, the gear pinion and the shift collar are arranged coaxially in relation to each other. Thereby, the installation space ol the coupling device can be kept particularly low.
In a further advantageous embodiment of the invention, the shilt collar has a first front face having first gear teeth. The gear pinion has a second Iront face having second gear teeth. The first front face faces the second front lace so that the first gear teeth engage the second gear teeth in the coupling position. Thus, the gear pinion and the shift collar are connected to one another in a rotationally lixed manner. In the decoupling position, the lirst gear teeth are disengaged from the second gear teeth so that the gear pinion can be rotated in relation to the shift collar and, for example, the shaft.
In order to realize a particularly high efficiency of the tandem axle, in a lurther advantageous embodiment ol the invention, the gear pinion is mounted on the shaft via a bearing, in particular, a rolling bearing. For example, the rolling bearing is configured as a needle bearing.
Further advantages, features, and details of the invention derive Irom the lollowing description of a prelerred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the lollowing description of the figures and/or shown in the ligures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic side view of a tandem axle for a utility vehicle, the tandem axle comprising a coupling device by means of which an axle of the tandem axle can be coupled to and decoupled from a differential gear via which axles of the tandem axle can be driven; Fig. 2 part of a schematic sectional view of a drive unit of the tandem axle; Fig. 3 a schematic side view of the drive unit; Fig. 4 part of a schematic perspective view of the drive unit; and Fig. 5 a schematic perspective view of a helical gear of the drive unit.
Fig. 1 shows a tandem axle 10 for a utility vehicle. The utility vehicle comprises a frame 12 on which the tandem axle 10 is arranged. The utility vehicle further comprises a front axle not shown in Fig. 1. With respect to the longitudinal direction of the vehicle, the tandem axle 10 is arranged behind the front axle. This means the front axle and the tandem axle 10 are arranged one after another with respect to the longitudinal direction of the vehicle.
As can be seen from Fig. 1, the tandem axle 10 comprises a first axle 14 and a second axle 16 which are arranged one after another with respect to the longitudinal direction of the vehicle. The second axle 16 is arranged behind the first axle 14. The first axle 14 is also referred to as "rear front axle" since the first axle 14 is arranged in front of the second axle 16 and the tandem axle 10 is arranged behind the front axle. Hence, the second axle 16 is also referred to as "rear rear axle". As will be described below, the tandem axle 10 can be switched between a tandem drive mode and a solo drive mode.
This means that either both the first axle 14 and the second axle 16 or only the second axle 16 but not the first axle 14 can be driven.
For driving the axles 14, 16, the utility vehicle comprises an engine which is configured as, for example, an internal combustion engine. The engine provides torques which can be transmitted from the engine to the tandem axle 10 via a propeller shaft 18. The propeller shaft 18 comprises shaft elements 20 and 22, wherein the shaft element 22 is arranged between the first axle 14 and the second axle 16. The shaft element 22 is also referred to as "inter-axle propeller shaft". As can be seen in Fig. 2, the tandem axle 10 comprises a drive unit 24 via which the axles 14 and 16 are drivable. Moreover, the tandem axle 10 comprises a lifting device for lifting and lowering the first axle 14 in relation to the second axle 16. For example, if the utility vehicle is unloaded, the first axle 14 can be lifted in the vertical direction towards the top in relation to the second axle 16 by means of the lifting device so that the rolling friction of the utility vehicle can be kept particularly low. If heavy loads need to be transported by the utility vehicle, the first axle 14 can be lowered in the vertical direction of the vehicle towards the bottom in relation to the second axle 16 by means of the lifting device so that the utility vehicle is supported on the ground via both the first axle 14 and the second axle 16. For example, if the first axle 14 is lifted, the tandem axle 10 is operated in the solo drive mode. If the first axle 14 is lowered, the tandem axle 10 is operated in the tandem drive mode.
By operating the tandem axle 10 in the solo drive mode, the tandem axle 10, in particular the drive unit 24, has a very high mechanical efficiency so that the utility vehicle can be driven with particularly low energy consumption. As can be seen from Fig. 2, the drive unit 24 has an input shaft 26 which is connected to the propeller shaft 18 so that torques provided by the engine can be transmitted from the propeller shaft 18 to the input shaft 26. The drive unit 24 further comprises a first helical gear 28 which is rotatably mounted on the input shaft 26. This means the first helical gear 28 is a gear pinion which is rotatable in relation to the input shaft 26. For example, the first helical gear 28 is supported on the input shaft 26 via at least one bearing, in particular, a rolling bearing.
The first helical gear 28 is a component of a differential gear 30 which in turn is a component of the drive unit 24. In other words, the drive unit 24 comprises the differential gear 30 which in turn comprises the first helical gear 28. The differential gear 30 comprises a bolt 32 which is also referred to as "spider". The differential gear 30 comprises gear pinions in the form of compensating gears 34 which are rotatably mounted on the bolt 32. This means the compensating gears 34 are rotatable in relation to the bolt 32. The compensating gears 34 are also referred to as "differential pinions".
The compensating gears 34 mesh with the first helical gear 28.
Moreover, the differential gear 30 comprises a side gear 36 which meshes with the compensating gears 34. The bolt 32 is arranged on the input shaft 26 and connected to the input shaft 26 in a rotationally fixed manner. Thus, torques can be transmitted from the input shaft 26 to the bolt 32 and, thus, the compensating gears 34, the first helical gear 28 and the side gear 36. The side gear 36 is connected to an output shaft 38 in a rotationally fixed manner. Thus, torques can be transmitted from the side gear 36 to the output shaft 38.
The output shaft 38 is assigned to the second axle 16. This means the second axle 16 is driveable via the output shaft 38 of the differential gear 30. For example, the rear axle (second axle 16) comprises a further differential gear not shown in Fig. 2, the further differential gear being driveable via the output shaft 38 and the differential gear 30. The drive unit 24 comprises a second output shaft 40 assigned to the first axle 14. This means the first axle 14 is driveable via the second output shaft 40 and the differential gear 30. In other words, in the tandem drive mode, both the first axle 14 and the second axle 16 are driven via the differential gear 30. In the solo drive mode, the second axle 16 is driven via the differential gear 30 whilst the first axle 14 is not driven via the differential gear 30.
The drive unit 24 comprises a gear pinion in the form of a second helical gear 42. The second helical gear 42 is rotatably arranged on the output shaft 40. This means the second helical gear 42 is rotatable in relation to the second output shaft 40. As can be seen from Fig. 2, the second helical gear 42 is supported on the second output shaft 40 via a needle bearing 44 so that the friction of the drive unit 24 can be kept particularly low.
The second helical gear 42 meshes with the first helical gear 28 so that the second helical gear 42 can be driven via the first helical gear 28.
For example, the first axle 14 comprises a third differential gear which is driveable via the second output shaft 40 and the differential gear 30. The third differential gear of the first axle 14 comprises a ring gear 45 which meshes with a gear pinion 46 connected to the second output shaft 40 in a rotationally fixed manner.
In Fig. 2, directional arrows illustrate a flow of torque in the tandem drive mode in which both the first axle 14 and the second axle 16 are driven. As can be seen from Fig. 2, the differential gear 30 is configured to distribute the torques transmitted from the engine to the differential gear 30 and input into the differential gear 30 to the respective axles 14 and 16.
The drive unit 24 further comprises a coupling device 48 configured to couple and decouple the first axle 14 and the differential gear 30. The coupling device 48 comprises a shift collar 50 arranged on the second output shaft 40. The shift collar 50 is connected to the second output shaft 40 in a rotationally fixed manner. Thus, torques can be transmitted from the shift collar 50 to the second output shaft 40 and vice versa. However, the shift collar 50 is translationally movable in relation to the second output shaft 40 with respect to the longitudinal extension of the second output shaft 40. Moreover, the shift collar 50 is arranged coaxially in relation to the second output shaft 40.
The coupling device 48 further comprises an actuator 52 for moving the shift collar 50 between at least one coupling position and at least one decoupling position. For example, the actuator 52 is configured as an electrical actuator. In the coupling position of the shift collar 50, the first axle 14 is coupled to the differential gear 30 so that the first axle 14 is driven via the differential gear 30. In the decoupling position, the first axle 14 is decoupled from the differential gear 30 so that the first axle 14 is not driven via the differential gear 30. Thus, to activate the tandem drive mode, the shift collar 50 is to be moved into the coupling position. In order to actuate the solo drive mode, the shift collar 50 is to be moved into the decoupling position by means of the actuator 52.
Fig. 5 shows the second helical gear 42. As can be seen from Fig. 5, the second helical gear 42 has first gear teeth 54 arranged on an outer circumferential lateral surface.
Moreover, the second helical gear 42 has a front face 56 having second gear teeth 58.
The second gear teeth 58 are also referred to as curvic teeth".
As can be seen in Fig. 2, the shift collar 50 has a front face 60 having gear teeth 62. The shift collar 50 is arranged coaxially in relation to the second helical gear 42, wherein the front face 56 and, thus, the gear teeth 58 face the front face 60 and, thus, the gear teeth 62.
In the decoupling position of the shift collar 50, the gear teeth 62 are decoupled from the gear teeth 58 so that the second helical gear 42 can be rotated in relation to the shift collar 50 and, thus, the second output shaft 40. In the coupling position, the gear teeth 62 engage the gear teeth 58 so that the second helical gear 42 is connected to the shift collar 50 in a rotationally fixed manner.
In the decoupling position, torques cannot be transferred from the second helical gear 42 onto the shift collar 50 and the output shaft 40. Thus, the first axle 14 cannot be driven.
However, in coupling position, torques can be transferred from the second helical gear 42 to the second output shaft 40 via the shift collar 50. Thus, the first axle 14 can be driven.
During the decoupling position of the shift collar 50, i.e. during the disengaged condition of the shift collar 50, the entire power provided by the propeller shaft 18 will be transferred to the rear rear axle (second axle 16) provided the differential gear 30 is disabled. In order disable the differential gear 30, the drive unit 24 comprises a shift collar 64 and a second actuator 66. The shift collar 64 is arranged on the input shaft 26 and connected to the input shaft 26 in a rotationally fixed manner. However, the shift collar 64 is translationally movable in relation to the input shaft 26 by means of the actuator 66. For example, the actuator 66 is configured as an electrical actuator.
The shift collar 64 is movable between at least one disabling position and at least one enabling position by means of the actuator 66. In the enabling position, the shift collar 64 is decoupled from the first helical gear 28 so that the first helical gear 28 can be rotated in relation to the input shaft 26. Thus, the differential gear 30 is enabled.
In order to disable the differential gear 30, the shift collar 64 is moved from the enabling position into the disabling position by means of the actuator 66. In the disabling position, the shift collar 64 is connected to the helical gear 26 in a rotationally fixed manner so that torques can be transferred from the helical gear 28 to the shift collar 64 and via the shift collar 64 to the input shaft 26. In the disabling position, the helical gear 28 is interlocked with the input shaft 26 by the shift collar 64 so that the second axle 16 can be driven although the first axle 14 is lifted and decoupled from the differential gear 30. As can be seen from Fig. 3 and 4, the drive unit 24 has very little outer dimensions. Thus, the installation space required for the drive unit 24 can be kept particularly low.
List of reference signs tandem axle 12 frame 14 first axle 16 second axle 18 propeller shaft shaft element 22 shaft element 24 drive unit 26 input shaft 28 first helical gear differential gear 32 bolt 34 compensating gear 36 side gear 38 output shaft second output shaft 42 second helical gear 44 needle bearing ring gear 46 gear pinion 48 coupling device shift collar 52 acutator 54 gear teeth 56 front face 58 gear teeth front face 62 gear teeth 64 shift collar 66 acutator

Claims (7)

  1. Claims A tandem axle (10) for a utility vehicle, the tandem axle (10) comprising: -afirstaxle(14); -a second axle (16), the axles (14, 16) being arranged one after another with respect to the longitudinal direction of the vehicle; and -a lifting device for lifting and lowering the first axle (14) in relation to the second axle (16); characterised in that the tandem axle (10) comprises: -a differential gear (30) via which the axles (14, 16) are drivable, the differential gear (30) being configured to distribute torques to the respective axles (14, 16); and -a coupling device (48) configured to couple and decouple the first axle (14) and the differential gear (30).
  2. 2. The tandem axle (10) according to claim 1, characterised in that the coupling device (48) comprises: -at least one shift collar (50); and -an actuator (52) for moving the shift collar (50) between at least one coupling position in which the first axle (14) is coupled to the differential gear (30) and at least one decoupling position in which the first axle (14) is decoupled from the differential gear (30).
  3. 3. The tandem axle (10) according to any one of claims 1 or 2, characterised in that the coupling device (48) comprises: -at least one shaft (40); and -at least one gear pinion (42) arranged on the shaft (40), the gear pinion (40) being rotatable in relation to the shaft (40).
  4. 4. The tandem axle (10) according to claims 3 and 4, characterised in that the gear pinion (42) and the shift collar (50) are arranged coaxially in relation to each other.
  5. 5. The tandem axle (10) according to claim 4, characterised in that the shift collar (50) has a first front face (60) having first gear teeth (62), wherein the gear pinion (42) has a second front face (56) having second gear teeth (58), the first gear teeth (62) engaging the second gear teeth (58) in the coupling position and being disengaged from the second gear teeth (58) in the decoupling position.
  6. 6. The tandem axle (10) according to any one of claims 3 to 5, characterised in that the gear pinion (42) is mounted on the shaft (40) via a bearing, in particular, a rolling bearing (44).
  7. 7. A vehicle comprising a tandem axle according to any one of the preceding claims.
GB201406570A 2014-04-11 2014-04-11 Tandem axle for a utility vehicle Withdrawn GB2514910A (en)

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Application Number Priority Date Filing Date Title
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Application Number Priority Date Filing Date Title
GB201406570A GB2514910A (en) 2014-04-11 2014-04-11 Tandem axle for a utility vehicle

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GB2514910A true GB2514910A (en) 2014-12-10

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2532739A (en) * 2014-11-25 2016-06-01 Daimler Ag Tandem axle for a utility vehicle
WO2019104404A1 (en) * 2017-11-28 2019-06-06 CNH Industrial Brasil Ltda. Method for monitoring and controlling operation of the rear axle of a vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU548478A1 (en) * 1975-02-11 1977-02-28 Московский Трижды Ордена Ленина И Ордена Трудового Красного Знамени Автомобильный Завод Им.И.А.Лихачева Vehicle
US5711389A (en) * 1995-11-03 1998-01-27 Dana Corporation Tandem rear drive axle assembly
WO2008077603A1 (en) * 2006-12-22 2008-07-03 Daimler Ag Tandem axle with liftable axle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU548478A1 (en) * 1975-02-11 1977-02-28 Московский Трижды Ордена Ленина И Ордена Трудового Красного Знамени Автомобильный Завод Им.И.А.Лихачева Vehicle
US5711389A (en) * 1995-11-03 1998-01-27 Dana Corporation Tandem rear drive axle assembly
WO2008077603A1 (en) * 2006-12-22 2008-07-03 Daimler Ag Tandem axle with liftable axle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2532739A (en) * 2014-11-25 2016-06-01 Daimler Ag Tandem axle for a utility vehicle
WO2019104404A1 (en) * 2017-11-28 2019-06-06 CNH Industrial Brasil Ltda. Method for monitoring and controlling operation of the rear axle of a vehicle
US11247560B2 (en) 2017-11-28 2022-02-15 Iveco S.P.A. Method for monitoring and controlling operation of the rear axle of a vehicle

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