GB2551057A - Chassis for a commercial vehicle, in particular a truck - Google Patents
Chassis for a commercial vehicle, in particular a truck Download PDFInfo
- Publication number
- GB2551057A GB2551057A GB1709730.4A GB201709730A GB2551057A GB 2551057 A GB2551057 A GB 2551057A GB 201709730 A GB201709730 A GB 201709730A GB 2551057 A GB2551057 A GB 2551057A
- Authority
- GB
- United Kingdom
- Prior art keywords
- wheels
- chassis
- axle
- rear axle
- frame
- 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- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1581—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by comprising an electrical interconnecting system between the steering control means of the different 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
- B62D61/10—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with more than four wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
- B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1554—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles
- B62D7/1572—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels comprising a fluid interconnecting system between the steering control means of the different axles provided with electro-hydraulic control means
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A chassis (12, fig. 1) for a commercial vehicle (10, fig. 1) comprises a frame (14, fig. 1) upon which are arranged a front axle 20 including steerable front wheels 22, a first rear axle 30 including first rear wheels 32 and a second rear axle 34 including steerable second rear wheels 36. The second rear axle 34 is at a distance, e.g. more than two metres, from the first rear axle 30 in the longitudinal direction of the vehicle. The chassis also includes an actuator 38 configured to: receive at least one electric signal indicative of at least one steering angle of the front wheels 22; and actuate and thus steer the second rear wheels 36 on the basis of the received signal. The second rear wheels may be double wheels. The first rear axle may be arranged on the frame via a first suspension including metallic springs, and the second rear axle via a second suspension including air springs. The first rear axle may be driven and the first rear wheels may be non-steerable wheels.
Description
Chassis for a Commercial Vehicle, in particular a Truck
The invention relates to a chassis for a commercial vehicle, in particular a truck, according to the preamble of patent claim 1.
Such a chassis for a commercial vehicle can already be found in WO 2004/080783 A1. The chassis comprises a front axle arranged on a frame of the chassis, the front axle comprising front wheels. For example, the chassis comprises a steering system via which the front wheels can be steered by the driver of the commercial vehicle. For example, the steering system comprises a steering wheel which can be turned and thus actuated by the driver thereby it is steering the front wheels. The chassis further comprises a first rear axle arranged on the frame, wherein the first rear axle comprises first rear wheels. Moreover, the chassis comprises a second rear axle which is arranged at a distance from the first rear axle in the longitudinal direction of the vehicle so that there is a distance between the first and second rear axles, that distance extending in longitudinal direction of the vehicle and thus the chassis or the frame. The second rear axle is arranged on the frame, wherein the second rear axle comprises steerable second rear wheels.
It is an object of the present invention to improve a chassis of the aforementioned kind.
This object is solved by a chassis having the features of patent claim 1. Advantageous embodiments with expedient developments of the invention are indicated in the other patent claims.
In order to improve a chassis of the kind indicated in the preamble of the patent claim 1, according to the present invention, the chassis comprises an actuator which is configured to receive at least one electric signal indicative of at least one steering angle of the front wheels. Moreover, the actuator is configured to actuate and thus steer the second rear wheels on the basis of the received signal. Thus, the second rear wheels can be steered in a need-based manner so that the commercial vehicle overall can be steered and thus maneuvered by the driver particularly easily and comfortably.
Moreover, since the chassis according to the present invention comprises the second rear axle in addition to the first rear axle and the front axle, tire wear and tire consumption can be reduced in comparison with conventional chassis comprising a front axle and a single rear axle only. Moreover, tire wear and tire consumption can be kept particularly low since the second rear wheels can be steered by means of the actuator. Thereby, an improvement in vehicle drivability, particular with respect to an optimized turning circle can be realized in comparison with conventional chassis. Moreover, it is particularly easy to manoeuver the commercial vehicle in narrow or cramped areas. Additionally, in comparison with chassis comprising two axles only, a particularly high payload capacity of the commercial vehicle can be realized by using the front axle and the at least two rear axles.
In order to realize a particularly high payload of the commercial vehicle, in a preferred embodiment of the invention, the distance between the rear axles is greater than two meters. Preferably, that distance is greater than 2.4 meters, wherein said distance can be 2450 millimeters. Since a particularly high payload or payload capacity of the commercial vehicle can be realized, fuel consumption and emissions can be reduced due to the reduction in the number of trips per delivery thereby offering an increase in profitability to a fleet owner as a result of reduction in vehicle operation costs (TCO). Moreover, maintenance costs can be kept particularly low since tire wear can be reduced due to a reduction in rear wheel friction.
Further advantages, features, and details of the invention derive from the following description of a preferred embodiment as well as from the drawings. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures 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 drawings show in
Fig. 1 a schematic side view of a commercial vehicle comprising a chassis according to the present invention ;
Fig. 2 a schematic perspective view of an actuator by means of which second rear wheels of the chassis can be steered actively; and
Fig. 3 a schematic top view of that actuator
In the figures the same elements or elements having the same functions are indicated by the same reference signs.
Fig. 1 shows in a schematic side view a commercial vehicle 10 which is, for example, a truck. The commercial vehicle 10 comprises a chassis 12 having a frame 14. For example, the frame 14 comprises at least two longitudinal members which are arranged at a distance from each other in the transverse direction of the vehicle. Moreover, the frame 14 comprises at least one cross member by means of which the longitudinal members are connected with each other. The commercial vehicle 10 further comprises at least one body in the form of a driver’s cab 16 which is arranged on the frame 14. Furthermore, the commercial vehicle 10 comprises at least one motor which is configured as, for example, an internal combustion engine. Said motor is configured to drive the commercial vehicle 10. For this purpose, the internal combustion engine is supplied with fuel which can be stored in tanks 18. These tanks 18 are mounted on the frame 14.
As can be seen from Figs. 1 and 3, the chassis 12 comprises at least one front axle 20 arranged on the frame 14, wherein the front axle 20 comprises respective front wheels 22. The front wheels 22 are steerable wheels so that the front wheel 22 can be steered and thus pivoted in relation to the frame 14. For this purpose the chassis 12 comprises a steering system 24 via which the front wheels 22 can be steered by the driver of the commercial vehicle 10. The steering system 24 comprises a steering wheel 26 which is arranged in the driver’s cab 16. The driver can turn and thus actuate the steering wheel 26, thereby steering the front wheels 22. For example, the steering system 24 comprises a steering gear 28 via which the front wheels 22 can be steered by means of the steering wheel 26.
Moreover, the chassis 12 comprises a first rear axle 30 which is arranged at a distance from the front axle 20 in the longitudinal direction of the vehicle. The first rear axle 30 comprises first rear wheels 32 which are configured as double wheels respectively. Preferably, the first rear wheels 32 are configured as non-steerable wheels so that the first rear wheels 32 cannot be steered. Moreover, the first rear axle 30 is configured as a driven axle so that the first rear axle 30, i.e. the first rear wheels 32 can be driven by means of said motor. For example, by driving the first rear wheels 32 the commercial vehicle 10 can be driven overall.
Preferably, the first rear axle 30 is arranged on the frame 14 by means of a first suspension which is configured as a metallic set or a metallic suspension. This means that the first suspension comprises first springs via which the first rear wheels 32 are spring-loaded and supported on the frame 14. The first springs are configured as metallic springs, in particular steel springs so that the first suspension is a metallic set or a metallic spring set.
Moreover, the chassis 12 comprises a second rear axle 34 arranged at a distance from the first rear axle 32 in the longitudinal direction of the vehicle. This means said distance between the rear axles 30 and 34 extends in the longitudinal direction of the vehicle. Preferably, said distance between the rear axles 30 and 34 is greater than two meters. Preferably, said distance between the rear axles 30 and 34 is greater than 2.4 meters, wherein said distance between the rear axles can be 2450 millimeters.
The second rear axle 34 comprises second rear wheels 36 which are configured as double wheels respectively. Moreover, the second rear axle 34 is arranged on the frame 14 by means of a second suspension which is, preferably, configured as an air suspension. This means the second suspension comprises second springs via which the second rear wheels 36 are spring-loaded and supported on the frame 14. These second springs are configured as air springs. Hence, the second suspension is configured as a pneumatic set. Thus, the chassis 12 comprises a mixed rear suspension set comprising the first and second suspensions, wherein the second suspension is a numeric set. Preferably, the second rear axle 34 is an auxiliary axle which is, preferably, configured as a non-driven axle. Hence, for example, the second rear axle 34 and thus the second rear wheels 36 cannot be driven by the motor.
In order to realize a particularly advantageous drivability of the commercial vehicle 10, the chassis 12 comprises an actuator 38 which can be seen in Figs. 2 and 3. As will be described in greater detail below, the actuator 38 is configured to receive at least one electric signal indicative of at least one steering angle of the front wheels 22. Moreover, the actuator 38 is configured to actuate and thus steer the second rear wheels 36 on the basis of the received signal, so that the second rear wheels 36 are configured as steerable wheels.
For example, the steering gear 28 comprises a steering box 40 on or in which a steering sensor 42 is arranged. The steering sensor 42 is configured to detect respective turning or steering angles of the steering wheel 26 and thus the front wheels 22. The steering sensor is also referred to as a position sensor installed in the steering box 40. The steering sensor 42 sends that electric signal which is also referred to as an electrical signal to an electronic control unit 44 of the actuator 38, the electronic control unit 44 being also referred to as ECU. The electronic control unit 44 receives said signal which is indicative of the respective steering angle of the front wheels 22, the steering angle of the front wheels 22 being detected by the steering sensor 42. The electronic control unit 44 passes that signal proportionally to a hydraulic control unit 46 by means of a parameterizable algorithm. The hydraulic control unit 46 is configured to effect respective steering angles of the second rear wheels 36 hydraulically. In other words, for example, the actuator 38 is configured as a hydraulic or electro-hydraulic actuator by means of which the second rear wheels 36 can be steered hydraulically, i.e. by means of a hydraulic fluid whose flow can be controlled by the hydraulic control unit 46. For this purpose, for example, the hydraulic control unit 46 comprises at least one valve or a plurality of valves for controlling said flow of the hydraulic fluid.
The actuator 38 further comprises a further steering sensor 48 which is, for example, arranged on or in a hydraulic cylinder 50 by means of which the rear wheels 36 can be steered by using the hydraulic fluid. For example, the steering sensor 48 installed in the hydraulic cylinder 50 pilots the second rear wheels 36 proportionally thereby steering the second rear wheels 36. Thus, the second rear wheels 36 can be steered on the basis of said electric signal. By steering the rear wheels 36, the rear wheels 36 are pivoted in relation to the frame 14. By steering and thus pivoting the front wheels 22 and the rear wheels 36, the driver can manoeuver the commercial vehicle 10 particularly easily. Moreover, the actuator 38 comprises a hydraulic oil tank 52 for storing the hydraulic fluid. Furthermore, the actuator 38 comprises a hydraulic pump 54 for conveying the hydraulic fluid. Additionally, the actuator 38 comprises a high pressure filter 56 for filtering the hydraulic fluid. Moreover, preferably, the second rear axle 34 is an auxiliary axle which is, for example, configured as a non-driven axle. Thus, the second rear wheels 36 are configured as non-driven wheels which cannot be driven by said model.
Since the second rear wheels 36 are steered on the basis of the electric signal, the chassis 12 comprises an electronic directional control for controlling and steering the second rear wheels 36. Since the second rear wheels 36 are steered hydraulically and on the basis of that signal indicating the steering angle of the front wheels 22, the second rear wheels 36 are steered hydraulically and proportionally so that electronic directional control is proportionally and hydraulically integrated to the front axle movement, i.e. this steering movements of the front wheels 22.
Since the axles 20, 30 and 34 have respective distances from each other in longitudinal direction of the vehicle it is possible to realize a load capacity up to 6 tons maximum in front axle and up to 10 tons maximum in each rear axle. Thus, a particularly high payload or payload capacity of the commercial vehicle 10 can be realized. Moreover, the actuator 38 comprises at least one control valve 58 and a hydraulic accumulator 60.
As can be seen from Fig. 1, the rear wheels 36 can be steered in such a way that both rear wheels 36 have the same steering angle at the same time. Moreover, it is possible to steer the rear wheels 36 in such a way that one of the rear wheels 36 has a first steering angle whilst the other rear wheel 36 has a second steering angle which is different from the first steering angle. For example, the first steering angle is 13 degrees whilst the second angle is 15 degrees which is illustrated in Fig.1.
List of reference signs 10 commercial vehicle 12 chassis 14 frame 16 driver’s cab 18 tanks 20 front axle 22 front wheel 24 steering system 26 steering wheel 28 steering gear 30 first rear axle 32 first rear wheel 34 second rear axle 36 second rear wheel 38 actuator 40 steering box 42 steering sensor 44 electronic control unit 46 hydraulic control unit 48 steering sensor 50 hydraulic cylinder 52 hydraulic oil tank 54 hydraulic pump 56 high pressure filter 58 flow control valve 60 hydraulic accumulator
Claims (7)
1. A chassis (12) for a commercial vehicle (10), the chassis (12) comprising: - a front axle (20) arranged on a frame (14) of the chassis (12), the front axle (20) comprising steerable front wheels (22); - a first rear axle (30) arranged on the frame (14), the first rear axle (30) comprising first rear wheels (32); and - a second rear axle (34) arranged at a distance from the first rear axle (30) in the longitudinal direction of the vehicle, the second rear axle (34) being arranged on the frame (14) and comprising steerable second rear wheels (36); characterized by an actuator (38) configured to: - receive at least one electric signal indicative of at least one steering angle of the front wheels (22); and - actuate and thus steer the second rear wheels (36) on the basis of the received signal.
2. The chassis (12) according to claim 1, characterized in that the distance between the rear axles (30, 34) is greater than two meters.
3. The chassis (12) according to claim 1 or 2, characterized in that the first rear wheels (22) are configured as non-steerable wheels.
4. The chassis (12) according to any one of the preceding claims, characterized in that the second rear wheels (36) are configured as double wheels respectively.
5. The chassis (12) according to any one of the preceding claims, characterized in that the first rear axle (30) is arranged on the frame (14) by means of a first suspension comprising metallic springs.
6. The chassis (12) according to any one of the preceding claims, characterized in that the second rear axle (34) is arranged on the frame (14) by means of a second suspensions comprising air springs.
7. The chassis (12) according to any one of the preceding claims, characterized in that the first rear axle (30) is configured as a driven axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1709730.4A GB2551057A (en) | 2017-06-19 | 2017-06-19 | Chassis for a commercial vehicle, in particular a truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1709730.4A GB2551057A (en) | 2017-06-19 | 2017-06-19 | Chassis for a commercial vehicle, in particular a truck |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201709730D0 GB201709730D0 (en) | 2017-08-02 |
| GB2551057A true GB2551057A (en) | 2017-12-06 |
Family
ID=59462556
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1709730.4A Withdrawn GB2551057A (en) | 2017-06-19 | 2017-06-19 | Chassis for a commercial vehicle, in particular a truck |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2551057A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT202200002876A1 (en) * | 2022-02-16 | 2023-08-16 | Iveco Spa | IMPROVED DRIVE FOR HEAVY VEHICLE |
| IT202200002864A1 (en) * | 2022-02-16 | 2023-08-16 | Iveco Spa | IMPROVED DRIVE FOR HEAVY VEHICLE |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02254059A (en) * | 1989-03-27 | 1990-10-12 | Hino Motors Ltd | Rear wheel steering device |
| JPH11348798A (en) * | 1998-06-10 | 1999-12-21 | Hino Motors Ltd | Rear axle steering device |
| DE102012202497A1 (en) * | 2012-02-17 | 2014-05-28 | Continental Automotive Gmbh | Multi-axle vehicle has control device to adjust wheel steering angle of wheels of front axle and of rear axle to non-zero values and to align wheel steering angle of wheels of rear axle on wheel steering angle of wheels of front axle |
| WO2015060752A1 (en) * | 2013-10-21 | 2015-04-30 | Volvo Truck Corporation | A wheel steering system for controlling a steering angle of a second pair of steerable wheels of a vehicle |
| DE102014117054A1 (en) * | 2014-11-21 | 2016-05-25 | Robert Bosch Automotive Steering Gmbh | Steering system for a trailing axle of a vehicle |
-
2017
- 2017-06-19 GB GB1709730.4A patent/GB2551057A/en not_active Withdrawn
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH02254059A (en) * | 1989-03-27 | 1990-10-12 | Hino Motors Ltd | Rear wheel steering device |
| JPH11348798A (en) * | 1998-06-10 | 1999-12-21 | Hino Motors Ltd | Rear axle steering device |
| DE102012202497A1 (en) * | 2012-02-17 | 2014-05-28 | Continental Automotive Gmbh | Multi-axle vehicle has control device to adjust wheel steering angle of wheels of front axle and of rear axle to non-zero values and to align wheel steering angle of wheels of rear axle on wheel steering angle of wheels of front axle |
| WO2015060752A1 (en) * | 2013-10-21 | 2015-04-30 | Volvo Truck Corporation | A wheel steering system for controlling a steering angle of a second pair of steerable wheels of a vehicle |
| DE102014117054A1 (en) * | 2014-11-21 | 2016-05-25 | Robert Bosch Automotive Steering Gmbh | Steering system for a trailing axle of a vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT202200002876A1 (en) * | 2022-02-16 | 2023-08-16 | Iveco Spa | IMPROVED DRIVE FOR HEAVY VEHICLE |
| IT202200002864A1 (en) * | 2022-02-16 | 2023-08-16 | Iveco Spa | IMPROVED DRIVE FOR HEAVY VEHICLE |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201709730D0 (en) | 2017-08-02 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |