WO2021254646A1

WO2021254646A1 - Military utility vehicle

Info

Publication number: WO2021254646A1
Application number: PCT/EP2020/071263
Authority: WO
Inventors: Michael DEIMEL; Philip Machovicz
Original assignee: Rheinmetall MAN Military Vehicles Österreich GesmbH
Priority date: 2020-06-15
Filing date: 2020-07-28
Publication date: 2021-12-23
Also published as: DE102020115740A1; EP3946987A1

Abstract

A military utility vehicle (1) having a chassis frame (3), which extends along a longitudinal direction (L) of the military utility vehicle (1), a wheel axle (6, 7), which bears wheels (9, 10) of the military utility vehicle (1), a leaf spring device (16, 17), by means of which the wheel axle (6, 7) is coupled to the chassis frame (3), and a support device (22, 23), by means of which the wheel axle (6, 7) is supported directly on the chassis frame (3).

Description

MILITARY COMMERCIAL VEHICLE

The present invention relates to a military utility vehicle.

Commercial vehicles, in particular military commercial vehicles, can have a ladder-shaped chassis frame on which leaf spring assemblies are attached for carrying a wheel axle. The leaf spring assemblies serve as a link between the chassis frame and the wheel axle. The leaf spring packages must therefore be able to transfer all forces and loads that are introduced into the wheel axle through the ground.

When braking, a strong twist is introduced into the leaf spring assemblies themselves. This twist is also known as a so-called S-beat. In order to prevent this twisting, the leaf spring assemblies must be designed thicker or stiffer than would only be necessary for vertical deflection on uneven floors. This means that the leaf spring assemblies are oversized with regard to the purely vertical deflection. This leads to a high weight and a great height of the utility vehicle viewed along a vertical direction thereof.

Against this background, it is an object of the present invention to provide an improved military utility vehicle.

Accordingly, a military utility vehicle is proposed. The military utility vehicle comprises a chassis frame which extends along a longitudinal direction of the military utility vehicle, a wheel axle which carries wheels of the military utility vehicle, a leaf spring device with the aid of which the wheel axle is coupled to the FahrgesteUrahmen, and a support device with whose help the wheel axle is supported directly on the Fahrgestellrah men. Because the support device is provided, it is possible to introduce forces acting on the leaf spring device directly into the chassis frame. As a result, the leaf spring device can be made smaller or less rigid. This leads, on the one hand, to a reduction in weight and, on the other hand, to a reduced overall height of the military utility vehicle, which means that it can be transported in an aircraft, for example. Driving comfort is also improved.

The chassis frame, the wheel axle, the leaf spring device and the support device are preferably part of a chassis of the military utility vehicle. In addition to the longitudinal direction in which the vehicle frame extends, a transverse direction in which the wheel axis extends and a vertical direction are assigned to the military utility vehicle, the chassis frame or the chassis. The longitudinal direction, the transverse direction and the vertical direction are positioned perpendicular to one another and preferably form a coordinate system. The chassis of the military utility vehicle preferably comprises several wheel axles, in particular drive axles on which the wheels are mounted.

The chassis frame preferably comprises at least two longitudinal members which extend along the longitudinal direction and which can be firmly connected to one another with the aid of a plurality of cross members or cross members extending in the transverse direction. The side members can also be designated as profiles or profile beams. The longitudinal beams can be OP profiles, for example. The construction parts of the chassis frame are firmly connected to one another and can be screwed, riveted or welded together, for example.

The military utility vehicle is preferably a land vehicle, in particular a truck. The military utility vehicle can also be used as a military utility vehicle be called stuff. In particular, the military utility vehicle is a ge ^¬ all-terrain truck. The military utility vehicle can be a ge ^¬ tected vehicle. A plurality of wheel axles is preferably provided on the chassis frame. This means that the military utility vehicle is a multi-axle vehicle, in particular a three-axle vehicle. The military utility vehicle to ^¬ summarizes prefers a four-wheel drive. The military utility vehicle can therefore also be referred to as a military all-wheel utility vehicle.

Preferably, comprises the chassis frame, as previously mentioned, two extending in the longitudinal direction of the longitudinal carrier, in particular a first longitudinal ^¬ support and a second longitudinal member. A first leaf spring device is preferably assigned to the first longitudinal member, and a second leaf spring device is assigned to the second longitudinal member. The leaf spring devices are coupled to the respective longitudinal member. Each leaf spring means may comprise a plurality of leaf springs or leaf spring elements, which are combined into a sheet ^¬ spring assembly. The leaf spring device can therefore also be referred to as a leaf spring package or a leaf spring package device.

The fact that the support device is "supported" on the chassis frame means in the present case that the support device can introduce forces acting on the wheel axle into the chassis frame. That the support device "directly" rests on the chassis, means herein that the direction between the Stützein ^¬ and the wheel axle or preferably no elastically deformable members, such as springs between the support means and the chassis frame or the like, are provided, a operating power ^¬ could hinder the movement. Preferably, two support devices vorgese ^¬ are hen, each leaf spring means includes a support means is nämhch a first support means and second support means associated with. Alternatively, precisely one support device can also be provided. According to one embodiment, the support means is along a driving direction ^¬ tung military commercial vehicle viewed in front of the wheel axle arranged.

The F ahrtrichtung is defined as a main direction of movement of militäri ^¬ rule utility vehicle. For example, the military utility vehicle moves along the direction of travel when a forward gear is engaged. However, this does not rule out that the military utility vehicle can also move against the direction of travel, for example in a reverse gear.

According to a further embodiment, the leaf spring device is arranged between the support device and the chassis frame, viewed along a vertical direction of the military utility vehicle.

In particular, the support means is along the vertical direction considered un ^¬ placed terhalb the leaf spring means. The leaf spring means is re ^¬ rum along the vertical direction viewed from above the support means plat ^¬ sheet. In particular, the leaf spring means is along the vertical direction be ^¬ seeks disposed between the support means and the respective longitudinal member of the chassis frame. The vertical direction is from the wheel axle in the chassis frame Rich ^¬ tung oriented.

According to a further embodiment, the leaf spring means includes a first Blattfederanlenkungspunkt, by means of which the leaf spring means is coupled to the chassis frame, and is different from the first sheet ^¬ federanlenkungspunkt distinctive second Blattfederanlenkungspunkt, by means of which the leaf spring means is also coupled to the chassis frame.

That the first and the second Blattfederanlenkungspunkt Blattfederanlen ^¬ kung point from each other "different" means herein that the first Leaf spring articulation point and the second leaf spring articulation point are not identical. In particular, the first leaf spring articulation point and the second leaf spring articulation point, viewed along the longitudinal direction, are placed at a distance from one another. Viewed along the vertical direction, the first leaf spring articulation point and the second leaf spring articulation point can be arranged at different heights. The leaf spring articulation points can be designed as bolts, pins or the like, for example.

According to a further embodiment, the support device comprises a support articulation point, with the aid of which the support device is coupled to the chassis frame, wherein the support articulation point differs from the first leaf spring articulation point and the second leaf spring articulation point.

That is, the support articulation point is not designed to be identical to the first leaf spring articulation point or the second leaf spring articulation point. Viewed along the vertical direction, the support articulation point is preferably arranged below the first leaf spring articulation point. The support articulation point can be, for example, a bolt, a pin or the like. The support device preferably comprises a first support point, by means of which the support device is coupled to the chassis frame, and a second support point, by means of which the support device is coupled to the wheel axle.

According to a further embodiment, the chassis frame comprises a first bearing block on which the first leaf spring articulation point and the support articulation point are provided.

In particular, the first bearing block has the first support pivot point. Two first bearing blocks are preferably provided. In particular, this is first longitudinal member of one of the first bearing blocks and the second longitudinal member is assigned to the other of the first bearing blocks. The first bearing blocks are preferably firmly connected to the chassis frame. For example, the first bearing blocks can be screwed, riveted or welded to the side members of the chassis frame. Each first bearing block preferably has a plate-shaped fastening portion which is coupled to the respective longitudinal member, and a bearing portion on or in which the first leaf spring articulation point and the first support articulation point are provided on.

According to a further embodiment, the first bearing block accommodates an end section of the leaf spring device, at least in sections.

That is to say, the first bearing block comprises a cavity or a recess in which the end section of the leaf spring device is received. In particular, the aforementioned bearing section of the first bearing block has the recess for receiving the end section of the leaf spring device. The leaf spring device preferably has a first end section and a second end section at each end. The first end section is preferably received in the first bearing block. In this way, the first end portion of the leaf spring device can be protected against damage, for example.

According to a further embodiment, the wheel axle comprises a second bearing block, the support device connecting the first bearing block to the second bearing block.

That is, viewed along the longitudinal direction, the support device is arranged between the first bearing block and the second bearing block. Preference is given to two second bearing blocks, each side member having one the second bearing blocks is assigned. The leaf spring devices are firmly connected to the respective second bearing block. Furthermore, the wheel axle is also firmly connected to the second bearing blocks. That is, the second bearing block couples the wheel axle with the respective leaf spring device. The second storage blocks can be divided into two parts and have a first half-shell and a second half-shell. The wheel axle can be clamped between the half-shells. For example, the respective Blattfe dereinrichtung is attached to the first half-shell. The second support articulation point of the support device can accordingly be provided on the second half-shell.

According to a further embodiment, the leaf spring device is coupled to the wheel axle with the aid of the second bearing block.

For example, the leaf spring device is clamped or screwed to the second bearing block. As mentioned above, the leaf spring device can be firmly connected to the second half-shell of the second bearing block.

According to a further embodiment, the support device comprises at the end a first ball head joint which is coupled to the first bearing block, and a second ball head joint which is coupled to the second bearing block.

With the help of the ball-and-socket joints, slight movements of the wheel axle in the transverse direction and movements of the same in the vertical direction when the leaf spring devices spring in can advantageously be compensated for without the support device becoming braced or the mobility of the wheel axle being restricted. According to a further embodiment, the chassis frame comprises a third bearing block with which the second leaf spring articulation point is coupled.

Preferably, two third bearing blocks are provided, each of the longitudinal beams being assigned a third bearing block. Every third bearing block comprises a plate-shaped fastening section which is connected to the respective longitudinal member, and a bearing section to which the second leaf spring articulation point is coupled.

According to a further embodiment, the second leaf spring articulation point is coupled to the third bearing block with the aid of a swing element rotatably mounted on the third bearing block.

A rocker element is preferably assigned to every third bearing block. Each rocker element is connected to the third bearing block assigned to it with the aid of a rocker pivot point. This pivot point can be a bolt or pin, for example. The Schwingenele element also has the second leaf spring articulation point of the respective leaf spring device. That is, the leaf spring devices are each connected to the third bearing blocks via the corresponding rocker element. The rocker elements can rotate both with respect to the respective third bearing block and with respect to the respective leaf spring device.

According to a further embodiment, the support device is oriented at an angle to the chassis frame.

In particular, a central axis of the support device is oriented obliquely to the respective longitudinal member of the chassis frame. For example, the support device, in particular in an unloaded state of the chassis, be oriented at an angle of inclination of 5 to 20 ° obliquely to the chassis frame. As soon as the chassis is loaded with the weight of the military's commercial vehicle, for example, the angle of inclination can change.

According to a further embodiment, the support device comprises a damper.

Alternatively, the support device can also be rigid. The support device can for example include a hydraulically or pneumatically acting damper. The support device can be pushed together and moved apart at least partially along its central axis. The power transmission is not affected.

According to a further embodiment, the wheel axle is not steered.

In particular, the wheel axle is not steered and driven. The wheel axle is a driven rear wheel axle of the military utility vehicle.

In the present case, “one” is not necessarily to be understood as restricting precisely one element, rather several elements, such as two, three or more, can also be provided. Any other counting word used here is not to be understood to mean that there is a restriction to precisely the specified number of elements. Rather, numerical deviations upwards and downwards are possible, unless otherwise stated.

Further possible implementations of the military utility vehicle also include combinations, which are not explicitly mentioned, of features or embodiments described above or below with regard to the exemplary embodiments. The person skilled in the art will also consider individual aspects as improvements or add supplements to the respective basic form of the military utility vehicle.

Further advantageous configurations and aspects of the military utility vehicle are the subject matter of the subclaims and the exemplary embodiments of the military utility vehicle described below. In the following, the military utility vehicle is explained in more detail on the basis of preferred embodiments with reference to the enclosed figures. 1 shows a schematic side view of an embodiment of a military utility vehicle;

FIG. 2 shows a schematic perspective view of an embodiment of a chassis for the military utility vehicle according to FIG. I;

FIG. 3 shows a further schematic perspective view of the chassis according to FIG. 2; FIG. 4 shows a schematic side view of the chassis according to FIG. 2;

FIG. 5 shows a schematic plan view of the chassis according to FIG. 2;

6 shows a schematic sectional view of the chassis according to section line VI-VI of FIG. 5;

FIG. 7 shows a schematic front view of the chassis according to FIG. 2; and FIG. 8 shows a schematic partial sectional view of an embodiment of a support device for the chassis according to FIG. 2.

In the figures, identical or functionally identical elements have been given the same reference symbols, unless otherwise stated.

1 shows a schematic side view of an embodiment of a military utility vehicle 1. The military utility vehicle 1 can also be referred to as a military utility vehicle. The military utility vehicle 1 is a land vehicle, in particular a wheeled vehicle. As shown in FIG. 1, the military utility vehicle 1 can be a truck. In particular, the military utility vehicle 1 is an all-terrain truck. The military specific utility vehicle 1 can be a protected vehicle.

The military utility vehicle 1 or a chassis 2 of the military utility vehicle 1 is assigned a coordinate system with a c direction or longitudinal direction L, a y direction or vertical direction H and a z direction or transverse direction Q. The directions H, L, Q are oriented perpendicular to one another. The vertical direction H is oriented parallel to a direction of gravity g. The direction of gravity g is oriented from top to bottom in the orientation of FIG. 1. The vertical direction H is oriented opposite to the direction of gravity g. The longitudinal direction L is oriented from left to right in the orientation of FIG. 1. The longitudinal direction L can also be referred to as the first spatial direction. The vertical direction H can also be referred to as the second spatial direction. The transverse direction Q can also be referred to as the third spatial direction.

The military utility vehicle 1 comprises the chassis 2 with a chassis frame 3 extending in the longitudinal direction L. The chassis frame 3 is rigid and torsionally flexible and extends from a driver's cab 4 up to the rear of the military utility vehicle 1. "Twisted soft" means in particular that the chassis frame 3 can twist around the longitudinal direction L. The driver's cab 4 is preferably protected against fire, booby traps, unconventional explosive devices or incendiary devices (USBV, Improvised Explosive Device, IED), mines or the like.

A large number of wheel axles 5 to 7 are provided on the chassis frame 3. The military utility vehicle 1 can comprise three wheel axles 5 to 7. That is, the military utility vehicle 1 is a three-axle vehicle. However, the number of wheel axles 5 to 7 is arbitrary. The wheel axles 5 to 7 are part of the chassis 2. Each wheel axle 5 to 7 carries a pair of wheels 8 to 10. Preferably, the wheel axle 5 is steered, and the wheel axles 6, 7 are unguided. The wheel axle 5 is a front wheel axle. The wheel axles 6, 7 are rear wheel axles. The military utility vehicle 1 has an all-wheel drive. That means that all wheel axles 5 to 7 are driven. The military utility vehicle 1 can therefore also be referred to as a military all-wheel-drive utility vehicle. The vertical direction H is oriented from the wheel axles 5 to 7 in the direction of the chassis frame 3.

The military utility vehicle 1 comprises a direction of travel F, which is oriented opposite to the longitudinal direction L in the orientation of FIG. The direction of travel F points from the wheel axis 7 in the direction of the wheel axis 5. The direction of travel F denotes the direction in which the military utility vehicle 1 mainly moves. However, this does not rule out that the military utility vehicle 1 can move against the direction of travel F, for example in a reverse gear.

FIG. 2 shows a schematic perspective view of an embodiment of a chassis 2 as mentioned above. FIG. 3 shows a further schematic perspective view of the chassis 2. FIG schematic side view of the chassis 2. FIG. 5 shows a schematic top view of the chassis 2. FIG. 6 shows a schematic sectional view of the chassis 2 according to the section line VI -VI of FIG Chassis 2. In the following, FIGS. 2 to 7 are referred to simultaneously.

In Figs. 2 to 7 only the wheel axle 6 is shown, which is not steered. The following statements regarding the wheel axle 6 are applicable to the wheel axle 7 accordingly. The chassis 2 comprises the chassis frame 3 and the wheel axle 6. The chassis frame 3 has two longitudinal members 11, 12 extending in the longitudinal direction L. A first longitudinal member 11 and a second longitudinal member 12 are provided. The longitudinal beams 11, 12 can be steel profiles, for example. The longitudinal beams 11, 12 can also be distinguished as profiles or profile beams. For example, the longitudinal members 11, 12 are formed as OProfiles. The longitudinal beams 11, 12 can, however, also be designed as I-profiles or as double-T-profiles or as L-profiles.

The longitudinal beams 11, 12, viewed in the transverse direction Q, are arranged at a distance from one another and preferably run parallel to one another. The longitudinal beams 11, 12 can, however, also be placed at an angle to one another. The Längsträ ger 11, 12 can be connected to a variety of not shown, ver running in the transverse direction Q cross members or cross members and thus form the rigid and flexible chassis frame 3. The cross members can be welded, riveted, screwed or on to the longitudinal members 11, 12 be firmly connected to them in any other way. Each longitudinal beam 11, 12 comprises two flanges 13, 14 (FIG. 2) arranged at a distance from one another in the vertical direction H and running parallel to one another, as well as a web 15 which connects the flanges 13, 14 to one another. The chassis 2 further comprises two leaf spring devices 16, 17, a leaf spring device 16, 17 being assigned to each of the longitudinal members 11, 12. A first leaf spring device 16 is assigned to the first longitudinal member 11. A second leaf spring device 17 is assigned to the second longitudinal member 12. The leaf spring devices 16, 17 guide the axis. This means that the leaf spring devices 16, 17 guide the wheel axle 6.

With the help of the leaf spring devices 16, 17, the wheel axle 6 is coupled to the frame 3 Fahrge. Each leaf spring device 16, 17 comprises a package of leaf springs or leaf spring elements. As FIGS. 4 and 6 show, the leaf spring devices 16, 17 are not curved, but flat. In particular, the leaf spring devices 16, 17 run parallel to the longitudinal members 11, 12 in an unloaded state of the same.

As soon as the leaf spring devices 16, 17 are loaded, for example with the dead weight of the military utility vehicle 1, they can deform in such a way that the leaf spring devices 16, 17 are curved. In comparison to conventional leaf spring devices known in-house, however, the leaf spring devices 16, 17 are at least less curved or not curved, that is to say without or without any curvature. In particular, the leaf spring devices 16, 17 in FIGS. 2 to 7 are shown in a tension-free or tension-free state.

Each leaf spring device 16, 17 comprises a first leaf spring articulation point 18, with the aid of which the respective leaf spring device 16, 17 is coupled to the chassis frame 3, and a second leaf spring articulation point 19, which differs from the first leaf spring articulation point 18, with the aid of which the leaf spring device 16 , 17 is also coupled to the Fahrgestellrah men 3. That the first leaf spring articulation point 18 and the second leaf spring articulation point 19 “differ” from one another means In the present case, the first leaf spring articulation point 18 and the second leaf spring articulation point 19 are not identical. In particular, the first leaf spring articulation point 18 and the second leaf spring articulation point 19, viewed along the longitudinal direction L, are placed at a distance from one another.

The leaf spring articulation points 18, 19 can be designed as bolts, pins or derglei chen. The leaf spring articulation points 18, 19 are suitable for connecting end sections 20, 21 (FIG. 3) of the leaf spring devices 16, 17 to the chassis frame 3 under the vehicle. Each leaf spring device 16, 17 comprises a first end section 20 and a second end section 21.

Furthermore, the chassis 2 comprises at least one support device 22, 23, with the aid of which the wheel axle 6 is supported directly on the chassis frame 3.

The support device 22, 23 can also be characterized as a handlebar guide or support element. Two such support devices 22, 23 are preferably provided, a first support device 22 being assigned to the first longitudinal member 11 and a second support device 23 being assigned to the second longitudinal member 12. However, only one support device 22, 23 can also be provided.

The fact that the wheel axle 6 is supported "directly" on the chassis frame 3 with the aid of the support devices 22, 23 or is supported on this means that the wheel axle 6 is supported on the chassis frame 3 with the aid of the support devices 22, 23 without assistance the Blattfedereinrich lines 16, 17 takes place. Thus, the support devices 22, 23 can act on the wheel axis 6 forces without the detour via the leaf spring devices 16,

17 lead directly into the chassis frame 3.

In particular, between the wheel axle 6 and the respective support device 22, 23 or between the respective support device 22, 23 and the chassis frame 3, there are no elastically deformable components or elements, such as for example springs, provided. The support devices 22, 23 thus form a rigid connection between the wheel axle 6 and the chassis frame 3. However, this does not preclude the support devices 22, 23 from being able to include dampers or damping elements themselves.

When viewed along the direction of travel F, the support devices 22, 23 are placed in front of the wheel axle 6. Viewed along the vertical direction H is the entspre ^¬ sponding leaf spring means 16, 17 are each disposed between its associated support alarm ^¬ zeinrichtung 22, 23 and the truck frame 3, in particular the respective longitudinal beams 11, 12th The support devices 22, 23 can each have a damper (not shown) which can dampen a movement of the wheel axle 6. However, this damper does not impair the power transmission from the wheel axle 6 to the chassis frame 3.

At the end, each support device 22, 23 has a first ball head joint 24 and a second ball head joint 25 (FIG. 3). The first ball head joint 24 is assigned to the chassis frame 3. The second ball head joint 25 is assigned to the wheel axle 6. The presence of the ball end joints 24, 25 causes a compression movement of the wheel axle 6, for example at Bo ^¬ denunebenheiten, is not hindered by the support means 22, 23rd The wheel axle 6 can thus move freely viewed along the vertical direction H.

As FIG. 6 shows, the support means 22, 23 are each at an angle to the chassis frame 3, in particular obliquely to the longitudinal beams 11, 12, angeord ^¬ net. A respective central axis 26 of the support devices 22, 23 is inclined at an angle of inclination a (FIG. 6) to the respective flange 14 of the corresponding longitudinal member 11, 12. The angle of inclination a is, in particular in egg ^¬ nem unloaded state of the chassis 2, for example 5 to 20 °, preferably 10 to 15 °. As soon as the chassis 2 is loaded with the weight of the military utility vehicle 1, for example, the angle of inclination a change. That is, in the unloaded state, the angle of inclination a can have a different value than in a loaded state of the chassis 2. In the loaded state, the support devices 22, 23 can also be oriented parallel to the longitudinal members 11, 12.

Each support device 22, 23 comprises a first support articulation point 27 (Fig. 3), with the help of which the corresponding support device 22, 23 is coupled to the chassis frame 3, and a second support articulation point 28 (Fig. 3), with the help of which the respective support device 22, 23 is coupled to the wheel axle 6. The support articulation points 27, 28 can be bolts, pins or the like. The support articulation points 27, 28 can be part of the spherical head joints 24, 25.

To connect the support devices 22, 23 and the leaf spring devices 16, 17 to the chassis frame 3, in particular to the side members 11, 12, the chassis frame 3 comprises two first bearing blocks 29, 30. The first bearing block 29 is assigned to the first longitudinal member 11 . The first bearing block 30 is assigned to the second Längsträ ger 12. The first bearing blocks 29, 30 are preferably identical, but constructed with mirror symmetry. The first bearing blocks 29, 30 are screwed, riveted or welded to the longitudinal members 11, 12, for example. For example, the first bearing blocks 29, 30 can be cast components. The first bearing blocks 29, 30 can be made of steel. To save weight, however, the first bearing blocks 29, 30 can also be made of an aluminum alloy or a magnesium alloy.

Each first bearing block 29, 30 comprises one of the first leaf spring articulation points 18 of the leaf spring devices 16, 17 as well as one of the first Stützenan articulation points 27 of the supporting devices 22, 23 the first support articulation point 27 and the chassis frame 3, in particular the special longitudinal members 11, 12, are arranged.

The first bearing blocks 29, 30 each include a plate-shaped fastening supply section 31 (Fig. 2), which is connected to the corresponding longitudinal member 11, 12, for example screwed, riveted or welded. Furthermore, each first bearing block 29, 30 comprises a bearing section 32 (FIG. 2) which has the respective first leaf spring articulation point 18 and the first support articulation point 27.

The bearing section 32 is at least partially hollow so that it can accommodate at least the first ball head joint 24 of the respective support device 22, 23 and the first end section 20 of the respective leaf spring device 16, 17 at least partially. That is, the first end sections 20 of the leaf spring devices 16, 17 are received at least in sections in the respective first bearing block 29, 30. The bearing section 32 is supported on the flange 14 of the respective longitudinal member 11,

12 and can be screwed, welded or riveted to this. The bearing sections 32 of the first bearing blocks 29, 30 protrude laterally into an intermediate space 33 (FIGS. 5 and 7) provided between the longitudinal members 11, 12.

The chassis 2 further comprises second bearing blocks 34, 35 assigned to the wheel axle 6. The second bearing block 34 is assigned to the first longitudinal member 11, and the second bearing block 35 is assigned to the second longitudinal member 12. Every second bearing block 34, 35 comprises a first half-shell 36 and a second half-shell 37 (FIG. 3). The half-shells 36, 37 can be screwed together ver. The wheel axle 6 can be clamped between the two half-shells 36, 37. On the second bearing blocks 34, 35 the leaf spring devices are lines 16, 17 attached. In particular, the leaf spring devices 16, 17 are connected to the respective first half-shell 36 of the second bearing blocks 34, 35.

One of the second support linkage points 28 of the support devices 22, 23 is provided on each of the second bearing blocks 34, 35. The wheel axle 6 is thus supported via the second bearing blocks 34, 35, the support devices 22, 23 and the first bearing blocks 29, 30 on the chassis frame 3 or on the longitudinal members 11, 12. The support devices 22, 23 thus connect the first bearing blocks 29, 30 to the second bearing blocks 34, 35.

Furthermore, the chassis frame 3 comprises two third bearing blocks 38, 39, where the third bearing block 38 is connected to the first longitudinal member 11. The third bearing block 39 is connected to the second longitudinal member 12. Each third bearing block 38, 39 comprises a plate-shaped fastening section 40 (FIG. 4), with the aid of which the respective third bearing block 38, 39 is connected to the longitudinal member 11, 12 assigned to it. Furthermore, every third bearing block 38, 39 comprises a bearing section 41 (FIG. 4) which is coupled to the respective leaf spring device 16, 17.

The second leaf spring articulation points 19 of the leaf spring devices 16, 17 are coupled to the third bearing blocks 38, 39. For this purpose, every third La gerblock 38, 39 is a rotatably mounted on this swing element 42, 43 assigned. A first rocker element 42 is assigned to the first leaf spring device 16, and a second rocker element 43 is assigned to the second leaf spring device 17.

The rocker elements 42, 43 are each connected to the corresponding third bearing block 38, 39 such that they can be pivoted about a rocker articulation point 44. The swing arm pivot point 44 can be a bolt or pin, for example. The respective second end section 21 of the leaf spring devices 16, 17 is thus connected to the respective third bearing block 38, 39 via the second leaf spring articulation point 19, the respective rocker element 42, 43 and the respective rocker articulation point 44.

8 shows a schematic partial sectional view of a first support device 22 as mentioned above. The support devices 22, 23 are constructed identically. However, only the first support device 22 is entered below.

The first support device 22 comprises the two ball head joints 24, 25, of which only the first ball head joint 24 is shown in FIG. 8. The first post articulation point 27 is assigned to the first ball head joint 24, with the aid of which the first ball head joint 24 is coupled to the first bearing block 29. The first support articulation point 27 is designed as a bolt that is received in the first ball head joint 24.

The first ball head joint 24 is an optional bearing connection 45 zugeord net, with the aid of which the first ball head joint 24 is connected to the first support attachment point 27. Such a bearing connection 45 can likewise be assigned to the second ball head joint 25. The bearing connection 45 can - but does not have to - be tubular or hollow-cylindrical. The bearing connection 45 is placed between the first support articulation point 27 and the first ball-and-socket joint 24.

The bearing connection 45 accommodates the first support articulation point 27. The first ball head joint 24 accommodates the bearing connection 45. The bearing connection 45 can, however, also have any other suitable geometry. The bearing connection 45 can be made of rubber, an elastomer, a polyurethane or any other flexibly deformable material, for example. When the military utility vehicle 1 drives a curve, the Fahrge lower frame 2 inclines with respect to the curve to the outside. The Blattfederein devices 16, 17 and the support devices 22, 23 are rotated about their longitudinal axis ver. This can lead to a high roll angle. If the Lageran connection 45 has a correspondingly high rigidity, the roll angle can be reduced. This in turn leads to improved driving dynamics properties. Furthermore, a stabilizer (not shown) can be replaced by the bearing connection 45. That is, the bearing connection 45 is essentially a stiff bearing which can absorb torsional forces or torsional moments.

The functionality of the chassis 2 is explained below. When the military utility vehicle 1 moves along the direction of travel F, the leaf spring devices 16, 17 can be used to compensate for unevenness in the ground, so that a comfortable ferry operation is guaranteed. The wheel axle 6 deflects, viewed along the vertical direction H, so that the Radach se 6, viewed along the vertical direction H, moves towards the chassis frame 3 to be.

When the military utility vehicle 1 is braked, a rotation is initiated in the leaf spring devices 16, 17 in the event that no support devices 22, 23 as explained above are provided. With the help of the support devices 22, 23, however, forces that would otherwise lead to a rotation of the leaf spring devices 16, 17 can be introduced directly into the chassis frame 3. The leaf spring devices 16, 17 are therefore not deformed even during a strong braking maneuver, in particular not rotates ver. It is therefore possible to make the leaf spring devices 16, 17 flatter, which is characterized by a lower height of the military utility vehicle 1. works. This makes it possible, for example, to transport the military utility vehicle 1 in an aircraft.

The leaf spring devices 16, 17 can also be designed to be softer compared to a chassis without such support devices 22, 23, since the leaf spring devices 16, 17 no longer have to transfer the entire load of the braking maneuver to the chassis frame 3. This can increase driving comfort. Because the leaf spring devices 16, 17 can be made smaller, a significant saving in weight can also be achieved.

Although the present invention has been described on the basis of exemplary embodiments, it can be modified in many ways.

REFERENCE LIST

1 military utility vehicle

2 chassis

3 chassis frames

4 cab

5 wheel axle

6 wheel axle

7 wheel axle

8 wheel

9 wheel

10 wheel

11 side members

12 side members

13 flange

14 flange

15 bridge

16 sheets of equipment

17 sheet feeder

18 leaf spring pivot point

19 leaf spring pivot point

20 end section

21 end section

22 Support device

23 Support device

24 ball joint

25 ball joint

26 central axis

27 column pivot point

28 column pivot point 29 bearing block

30 bearing block

31 mounting section

32 bearing section 33 space

34 bearing block

35 bearing block

36 half-shell

37 half shell 38 bearing block

39 bearing block

40 mounting section

41 Storage section

42 swing element 43 swing element

44 Swing arm pivot point

45 Warehouse connection

F Direction of travel g Direction of gravity

H vertical direction

L lengthwise

Q transverse direction a angle of inclination

Claims

PATENT CLAIMS

1. Military utility vehicle (l) with a chassis frame (3) which extends along a longitudinal direction (L) of the military utility vehicle (l), a wheel axle (6, 7), which wheels (9, 10) of the military utility vehicle (l ) carries a leaf spring device (16, 17), with the help of which the wheel axle (6, 7) is coupled to the chassis frame (3), and a support device (22, 23), with the help of which the wheel axle (6, 7) is directly is supported on the chassis frame (3).

2. Mihtärisches commercial vehicle according to claim 1, characterized in that the support device (22, 23) is arranged along a direction of travel (F) of the Mihtäri's commercial vehicle (l) viewed in front of the wheel axle (6, 7).

3. Mihtärisches utility vehicle according to claim 1 or 2, characterized in that the leaf spring device (16, 17) along a vertical direction (H) of the mih tärischen utility vehicle (l) viewed between the support device (22, 23) and the chassis frame (3) arranged is.

4. Mihtärisches utility vehicle according to one of claims 1 - 3, characterized in that the leaf spring device (16, 17) has a first leaf spring articulation point (18), with the aid of which the leaf spring device (16, 17) is coupled to the chassis frame (3), and a second leaf spring articulation point (19) which differs from the first leaf spring articulation point (18), with the help of which the leaf spring device (16, 17) is also coupled to the chassis frame (3).

5. Mihtärisches utility vehicle according to claim 4, characterized in that the support device (22, 23) comprises a support articulation point (27), with the aid of which the support device (22, 23) is coupled to the chassis frame (3), wherein the support articulation point ( 27) differs from the first leaf spring articulation point (18) and the second leaf spring articulation point (19).

6. Mihtärisches utility vehicle according to claim 5, characterized in that the chassis frame (3) comprises a first bearing block (29, 30), on wel chem the first leaf spring articulation point (18) and the support articulation point (27) are provided.

7. Mihtärisches commercial vehicle according to claim 6, characterized in that the first bearing block (29, 30) receives an end portion (20) of the leaf spring device (16, 17) at least in sections.

8. Mihtärisches commercial vehicle according to claim 6 or 7, characterized in that the wheel axle (6, 7) comprises a second bearing block (34, 35), wherein the support device (22, 23) the first bearing block (29, 30) with the second Bearing block (34, 35) connects.

9. Military utility vehicle according to claim 8, characterized in that that the leaf spring device (16, 17) is coupled to the wheel axle (6, 7) with the aid of the second bearing block (34, 35).

10. Mihtärisches utility vehicle according to claim 8 or 9, characterized in that the support device (22, 23) at the end has a first ball head joint (24), wel ^¬ Ches with the first bearing block (29, 30) is coupled, and a second ball ^¬ head joint (25), which is coupled to the second bearing block (34, 35), to ^¬ summarizes.

11. Mihtärisches utility vehicle according to one of claims 4 - 10, characterized in that the chassis frame (3) comprises a third bearing block (38, 39), with which the second leaf spring articulation point (19) is coupled.

12. Military vehicle according to claim 11, characterized in that the second Blattfederanlenkungspunkt (19) by means of a rotatably coupled to the drit ^¬ th bearing block (38, 39) at said third bearing block (38, 39) mounted swinging member (42, 43) is.

13. Mihtärisches commercial vehicle according to one of claims 1 - 12, characterized in that the support device (22, 23) is orien ^¬ benefits at an angle to the chassis frame (3).

14. Mihtärisches commercial vehicle according to any one of claims 1-13, characterized in that the support device (22, 23) comprises a damper.

15. Military utility vehicle according to one of claims 1 - 14, characterized in that the wheel axle (6, 7) is unguided.