WO2022069287A1

WO2022069287A1 - Vehicle axle and vehicle

Info

Publication number: WO2022069287A1
Application number: PCT/EP2021/075858
Authority: WO
Inventors: Titus Meier-Kraut; Andreas KAHNT
Original assignee: Edag Engineering Gmbh
Priority date: 2020-10-01
Filing date: 2021-09-21
Publication date: 2022-04-07
Also published as: EP4222005A1; DE102020212453A1

Abstract

The invention relates to a vehicle axle, in particular a tortion-beam axle, for utility vehicles, comprising at least two axle links which extend substantially in the longitudinal direction and each of which has a hinge point for pivotally hinging on a chassis; a transverse profiled section which extends in the transverse direction and connects the axle links together and which is rigidly connected to each axle link at a respective transverse connection region of the axle links; and a spring device which is mounted on each axle link in a support region of the axle links; wherein a first distance between the hinge point and the mounting region of the axle links is shorter than a second distance between the hinge point and the transverse connection region of the axle links.

Description

VEHICLE AXLE AND VEHICLE

FIELD OF THE INVENTION

The present invention relates to a vehicle axle, in particular a coupling arm axle for commercial vehicles, and a vehicle, in particular commercial vehicle, with such a vehicle axle.

TECHNICAL BACKGROUND

Although the present invention and the idea on which it is based are explained in more detail below in relation to use in commercial vehicles, it is not limited to this and can be transferred to a wide variety of vehicle types.

In historical automobile construction, transverse leaf springs, so-called transverse leaf springs, were mainly used on rigid axles in production vehicles. Modern axle concepts also provide transverse leaf springs for independent wheel suspension with double wishbones or multiple links. With more modern semi-rigid axles, which are usually designed as so-called torsion beam axles, the wheel suspension has two drawn longitudinal rockers which are connected by a welded-in profile close to their axis of rotation. The profile is dimensioned in such a way that it twists when it springs back and forth. In the case of twist beam axles of this type, which are primarily to be found as rear axles in front-wheel drive vehicles, transverse leaf springs are not generally used, but mostly coil springs, and more rarely torsion bar springs as well. Other axle concepts also use a torsion beam axle in conjunction with a transverse leaf spring, with a torsion member also being arranged close to the bearing points for the chassis, while the transverse leaf spring is provided close to the wheel carriers of the axle. In such constructions, a relatively low spring ratio is associated with the torsion element of the axle body being arranged close to the bearing points. Thus, the spring ends describe a relatively large stroke during compression and rebound, which, due to the spring geometry and the radius that the spring ends describe during springing, leads to changes in the slope of the kinematic trajectory. As a result, lateral forces arise that force the trailing arms of the torsion beam axle to undergo lateral deformation. However, since torsion beam axles are designed to be stiff in the transverse direction, the system locks from a certain spring deflection. In this respect, such axle concepts are essentially only suitable for light vehicles with a low permissible payload and low spring deflection on the rear axle.

For example, DE 102007 051 470 A1 describes a torsion beam axle of a two-track vehicle, each with a wheel-guiding axle link that extends essentially in the longitudinal direction of the vehicle and is articulated on the vehicle body in a pivotable manner at the end, as well as an essentially rigid and torsionally elastic transverse profile. fil, which connects the two wishbones with one another, with the vehicle body ultimately being supported on the wheel carrier via a suspension spring element.

In some variants of the axle concepts described above, the transverse leaf spring is linked by additional coupling rods. In this way, the gradient changes of the trajectory curve of the spring ends can be compensated, however, these coupling rods introduced additional components that are subject to wear, weight, hysteresis and deformation. In addition, the coupling rods require a greater overall height.

DE 102011 116 034 A1 describes, for example, a wheel suspension device for a motor vehicle, with a wheel guide device and with a leaf spring device which is articulated at a first coupling point to a coupling device which is articulated to the wheel guide device at a second coupling point is.

Furthermore, it can often be gathered from the state of the art that the shock absorbers in the usual axle designs are arranged very upright, ie in the vertical direction. However, this arrangement requires a great deal of installation space, particularly in the vertical direction.

This, as well as the usually limited payload, often stands in the way of using these axle concepts in the commercial vehicle sector.

SUMMARY OF THE INVENTION

Against this background, the object of the present invention is to provide a vehicle axle with optimized driving characteristics and a small installation space requirement.

According to the invention, this object is achieved by a vehicle axle having the features of patent claim 1 and/or by a vehicle having the features of patent claim 15 . According to a first aspect of the present invention, a vehicle axle, in particular a coupling arm axle for commercial vehicles, is provided with at least two axle links which extend essentially in a longitudinal direction and each have an articulation point for pivotable articulation on a chassis; with a transverse profile extending in a transverse direction, which connects the axle guides to one another and is firmly connected to the respective axle guide at a cross-connection area of the axle guides; and with a suspension device which is mounted on the respective axle guide in a bearing area of the axle guide; a first distance between the point of articulation and the bearing area of the wishbones being smaller than a second distance between the point of articulation and the cross-connection area of the wishbones.

According to a second aspect of the present invention, a vehicle, in particular a commercial vehicle, has a vehicle axle according to the invention.

The idea on which the present invention is based is to combine a vehicle axle with a suspension device in such a way that a transverse profile is further away from an articulation point than the suspension device. In this way, additional components such as coupling rods can be avoided and an adequate suspension function can nevertheless be ensured. In addition, the installation space required in particular for the suspension device is optimized in this way, in particular in the vertical direction, so that the installation space saved can be made available to other components of the vehicle, in particular a loading space in the case of commercial vehicles. For this purpose, the vehicle axle can preferably be designed with its axle base body as a coupling arm axle. In comparison to the much more common torsion beam axle, coupling arm axles offer greater lateral rigidity, since the transverse profile of coupling arm axles is located further away from the pivot point. In the case of a transverse leaf spring connected directly to the axle guide as the spring device, the transverse rigidity of the vehicle axle can also be significantly increased. Furthermore, due to its geometry, a coupling arm axle in an embodiment according to the invention offers the possibility of a large spring stroke ratio in order to keep the changes in the gradient of the trajectory of the spring ends as small as possible. As an alternative to coupling arm axles, other basic axle types are also conceivable, which essentially have the same advantages as semi-rigid axles, in particular fewer bearing points compared to conventional independent wheel suspensions, fewer components, good wheel control properties, less installation space required in the vertical direction and significantly improved ride comfort properties compared to rigid axles offer, such as a torsion crank axle.

The axle guide and the transverse profile can be made from the same materials, preferably from a light metal, composite material or combinations thereof, or can be made from different materials. Other materials, for example reinforcing fibers or the like, can also be provided therein.

In addition, the axle guide and the transverse profile are not limited to specific shapes, but can be designed, for example, as a solid profile, a closed hollow profile, an open hollow profile or the like. The two Articulation points of the wishbones can either be mutually corresponding pivot axes in the transverse direction or two different oblique pivot axes, each of which enclose an angle in a range from 0° to about 45°, preferably from 0° to about 30°, in relation to the transverse direction. exhibit.

The first distance is defined as the distance between the pivot point and the bearing area of the wishbones. A projected point in the imaginary extension of the suspension device as a reference point in the respective bearing area is decisive for determining the first distance. In particular, a central axis of the suspension device can serve as the geometric center and thus for measuring the first distance. In particular, an axis of rotation of the point of articulation can also serve as the geometric center and thus for measuring the first distance.

The second distance is defined as the distance between the pivot point and the transverse connection area of the wishbones. A projected point in an imaginary extension of the transverse profile as a reference point in the respective cross-connection area is decisive for determining the second distance. In particular, a central axis of the transverse profile can serve as the geometric center and thus for measuring the first distance. In particular, the axis of rotation of the point of articulation can also serve as the geometric center and thus for measuring the second distance.

The storage area and the cross-connection area preferably do not overlap. However, the storage area and the cross-connection area may optionally overlap marginally in their overall extent in the longitudinal direction, where in these cases, the bearing area and the cross-connection area are located on different segments of the respective wishbone when viewed in cross-section of the wishbone, so that actual contact of the bearing area and the cross-connection area is avoided.

The suspension device can be positioned in relation to a wheel carrier on the wishbones in such a way that a spring ratio can be set between approximately 1.2 and 2.5. Furthermore, the suspension device can contain various materials, such as metals, in particular steel, fiber-reinforced plastics, in particular GRP, CFRP or the like, other plastics, in particular elastomers, wood/natural fibers or the like. The springing device can have a predetermined elongation at break. The material properties of the spring can thus influence the spring ratio.

Advantageous refinements and developments result from the further dependent claims and from the description with reference to the figures of the drawing.

According to one embodiment of the vehicle axle, the suspension device has a bending spring which extends essentially in the transverse direction and which is arranged between the axle links essentially parallel to the transverse profile and is designed for support on the chassis. In this way, the suspension device can stiffen the vehicle axle in the transverse direction in addition to the suspension of the chassis. This is achieved by the formation of a trapezoidal structure, comprising the two axle links and the transverse profile and the bending spring, which essentially extends in the transverse direction. The bending spring can in particular be designed as a directly connected transverse leaf spring. Such a design additionally increases the transverse rigidity of the axle, in particular in comparison to the use of coupling rods.

In order to compensate for the high spring stroke ratio, the spring rate can be relatively high, in particular by designing the bending spring to be particularly strong or, depending on the material used, with an increased number of layers (e.g. in the case of metal composites) or leaves ( e.g. in classic steel leaf springs) or layers (e.g. fiber layers in fiber composite materials). Furthermore, the vehicle axle can thus be stiffened even more in the transverse direction. This further improves the properties of the vehicle axle with regard to its use in commercial vehicles.

Furthermore, the number of components for the vehicle axle and the installation space required, in particular in the vertical direction, can thereby be reduced. Furthermore, a low center of gravity of the vehicle axle is achieved in this way when installed. This embodiment of the vehicle axle is particularly advantageous for commercial vehicles, on the one hand to ensure the largest possible, easily usable loading area and on the other hand to provide a simple, robust design that requires little maintenance.

According to a development of the vehicle axle, the spiral spring has a translationally movable connecting device, in particular a slide rail suspension, in the region of an axle center of the vehicle axle in the transverse direction, for connecting the spiral spring to a chassis. So can it must be ensured that a load of the chassis always acts on the spiral spring only essentially in a vertical direction and no moments or forces act on the spiral spring in the transverse direction.

According to a further development, the axle links each have a shock absorber which is articulated at a connection point in an end region of the axle link that is distal to the point of articulation. The shock absorber can thus be installed under few constraints, in particular in different angular positions. The shock absorber is preferably designed as a hydraulic telescopic shock absorber.

According to a further development, the axle links each have a wheel carrier or wheel bearing flange, with a third distance between the pivot point and a wheel center point of the wheel carrier being greater than the second distance or equal to the second distance. The transverse rigidity of the vehicle axle can thus be significantly increased, since the wheel-side forces are introduced to the vehicle axle via the wheel carrier and, in particular, the transverse forces can be supported by the transverse profile.

According to a further development, the connection point of the shock absorber is arranged in relation to the center of the wheel in a vertical direction at the same height or below the center of the wheel. Thus, the connection point of the shock absorber can be provided behind and below the center of the wheel. In this way, the space required for the vehicle axle in the vertical direction can be kept small, which is particularly advantageous when used in commercial vehicles. According to a further development, the connection point is essentially round and/or oblique in a predetermined angular range, so that the shock absorbers can be mounted in this angular range obliquely to the longitudinal direction at the connection point. In this way, the shock absorbers can be mounted at an angle in the longitudinal direction. Advantageously, therefore, only a small amount of vertical installation space is required, that is to say in the vertical direction. This qualifies the vehicle axle for commercial vehicles in particular, since the loading space can be optimized in this way. In addition, the shock absorbers can be articulated behind and below the wheel center point of the wheel carrier in such a way that an articulation angle of the shock absorber in relation to the wishbone is reduced and an effective damper stroke is increased. Due to the installation position of the shock absorber close to the wheel carrier, this is advantageously possible without reducing the ground clearance.

According to a further embodiment, the suspension device has an elastomer bearing for coupling to the bearing areas of the wishbones. Damping of the suspension device can be achieved in this way. Furthermore, stresses between the suspension device and the axle links can be reduced.

According to a development, the elastomeric bearings are designed asymmetrically when viewed in cross section. In particular, the elastomeric bearings are provided with an asymmetrically arranged recess, the recesses each being aligned towards one another in the transverse direction. The recesses define a predetermined bearing clearance. Thus, in a predetermined manner in different directions Gene forces and / or moments of different magnitudes act on the elastomeric bearing and the elasticity in predetermined directions can be increased and/or reduced accordingly by means of the asymmetrical design of the elastomeric bearing. In this way, sufficient flexibility of the vehicle axle in the transverse direction to compensate for deformations, in particular a trajectory curve at the end of a bending spring or leaf spring, and at the same time high rigidity of the vehicle axle in the vertical direction can be achieved.

According to a further embodiment, the suspension device is designed to be adjustable in the longitudinal direction relative to the axle links. In this way, the spring stroke ratio can be variably adapted to changing requirements on the properties of the vehicle axle, for example as a function of the vehicle load or the road conditions. The suspension device can be adjusted both while driving and at a standstill. For this purpose, the suspension device can be controllable via a control device provided in the vehicle or wirelessly via a mobile control device. Furthermore, the vehicle axle can have a drive device which is arranged and designed to move the suspension device linearly and to lock it in an end position.

According to a development, the bearing area of the axle guide has a linear guide system for adjusting the suspension device. Thus, the spring ratio of the vehicle axle can be easily and continuously adjusted. For this purpose, the linear guide system can be used, for example, as a magnetic drive, in particular as a linear drive, as an electrical mechanical drive, in particular as a spindle drive, as a fluidic drive, as an electromechanical drive, in particular as a servomotor, or as a combination of two or more of these.

According to a further development, the elastomeric bearings are each coupled to the linear guide system of the axle guide. In this way, the additional components required for the adjustment can be kept to a minimum, and a high degree of adjustability can nevertheless be provided.

According to a further development, the elastomer bearings, in particular in relation to their basic shape, are each designed in a cylindrical manner for coupling to the bearing area of the wishbone. The basic shape can in particular be circular-cylindrical, possibly with an asymmetrically arranged recess. The respective cylinder axis corresponds to a linear movement axis of the linear guide system. A cylindrical inner ring of the elastomeric bearing can thus be arranged, for example, on a rail or a linkage along the linear movement axis. Furthermore, the inner surface of the inner ring can be designed to match the outer geometry of the rail or the linkage.

According to a further embodiment, the transverse profile has a rigid and torsionally flexible cross-section, in particular a horseshoe or U-profile cross-section. In this way, the flexural rigidity and the torsional rigidity of the vehicle axle can be influenced in an even more precise manner, not only by the choice of material, but also by a suitable choice of profile. The above configurations and developments can be combined with one another as desired, insofar as this makes sense. Further possible refinements, developments and implementations of the invention also include combinations of features of the invention described above or below with regard to the exemplary embodiments that are not explicitly mentioned. In particular, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the present invention.

CONTENTS OF THE DRAWING

The present invention is explained in more detail below with reference to the exemplary embodiments given in the schematic figures of the drawings. They show:

1 shows a schematic plan view of a vehicle axle according to an exemplary embodiment;

FIG. 2 shows a schematic side view of the vehicle axle according to FIG. 1;

FIG. 3 shows a detailed view of a vehicle axle according to FIG. 2, shown in part; FIG.

FIG. 4 shows a detail of a plan view of the transverse connection area and wheel carrier of the vehicle axle according to FIG. 1;

5 shows a schematic detailed view of a storage area according to an exemplary embodiment; 6 shows a schematic cross-sectional view of a spring device according to a further exemplary embodiment;

7 shows a schematic perspective view of a vehicle axle according to a further exemplary embodiment;

8 shows a schematic view of a vehicle axle according to a further exemplary embodiment;

9 shows a vehicle with a vehicle axle according to an exemplary embodiment.

The accompanying drawings are provided to provide a further understanding of embodiments of the invention. They illustrate embodiments and, in connection with the description, serve to explain the principles and concepts of the invention. Other embodiments and many of the stated advantages will become apparent in view of the drawings. The elements of the drawings are not necessarily shown to scale with respect to one another.

Directional terminology such as "top", "bottom", "left", "right", "above", "below", "horizontal", "vertical", "front", "back" and similar terms are eliminated - Lich used for explanatory purposes and do not serve to restrict the general public to specific configurations as shown in the figures.

In the figures of the drawing, elements, features and components that are the same, have the same function and have the same effect—unless otherwise stated—are each provided with the same reference symbols. DESCRIPTION OF EXEMPLARY EMBODIMENTS

1 shows a schematic plan view of a vehicle axle 1 according to an exemplary embodiment.

The vehicle axle 1 here comprises, for example, two axle guides 2, a transverse profile 4 and a common suspension device 6. The vehicle axle 1 is designed in particular as a coupling arm axle for commercial vehicles.

The axle links 2 extend essentially in a longitudinal direction X. This corresponds to a longitudinal direction of the vehicle when it is installed in a vehicle. In the illustrated FIG. 1, the longitudinal direction X is defined by a body-fixed Cartesian coordinate system.

In addition, the axle guides 2 each have an articulation point 3 for pivotable articulation on an undercarriage or chassis of a vehicle. For example, the point of articulation 3 can be designed as a cylindrical bearing connection. The two articulation points 3 of the two axle links 2 can have pivot axes that correspond to one another or, as in the illustrated embodiment, have two different pivot axes 19 . For example, angular positions of the pivot axes are possible in a range from 0° to 45°, preferably from 0° to 30°, in relation to a transverse direction Y of the vehicle axle 1 running transversely, in particular perpendicularly, to the longitudinal direction. For example, an angular position in the illustrated embodiment is 12°. In this way, the axle kinematics can be positively influenced, particularly with regard to the trajectory of wheels that can be mounted on the vehicle axle when deflecting. Preferably, these move slightly inward when there is a strong deflection and assume a predetermined slightly negative camber tendency, which is achieved by the angular position of the pivot axes 19 .

The transverse direction Y is defined by the coordinate system mentioned above. Furthermore, the axle links shown each have a kink of about 12° between the pivot point 3 and the bearing area 7 .

Furthermore, the axle links 2 can each have a shock absorber 10 which is articulated at a connection point 11 in an end region of the axle link 2 which is distal to the point of articulation 3 . The shock absorber 10 can be designed as a hydraulic damper, as a pneumatic damper, in particular as an air spring damper, or as a friction damper. The shock absorber can be used in the form of a lever shock absorber, a telescopic shock absorber, an axle damper or a spring-damper unit. The embodiment shown is, for example, a hydraulic telescopic shock absorber that can be installed at the rear end of the axle at an angle in the longitudinal direction.

The suspension device 6 is mounted on the respective axle guide 2 in a bearing area 7 of the axle guide 2 . A first distance A1 is defined as the distance between the point of articulation 3 and the bearing area 7 of the axle guide 2 .

The transverse profile 4 extends in the transverse direction Y. The transverse profile 4 connects the axle guides 2 to one another and is firmly connected to the respective axle guide 2 at a cross-connection region 5 of the axle guides 2 . A distance between the articulation point 3 and the cross-connection area 5 of the wishbone 2 is defined as a second distance A2. The first distance is in each case smaller than the second distance between the articulation point 3 and the cross-connection area 5 of the wishbone 2.

A geometric center of the articulation point 3, of the bearing area 7 and of the cross-connection area 5 can be used to measure the first and second distance. In the illustrated embodiment, the center of the pivot axis 19 of the pivot point 3, a center axis 20 of the transverse profile 4 and a center axis 21 of the suspension device 4 can be used, so that the two are indicated by double arrows in FIG first and second distances result. In the case of differently designed, in particular more complex geometries, a geometric center can of course be defined differently, for example as a geometric center of gravity or center of the flow of forces of the bearing area and/or cross-connection area. If the bearing area in particular has a defined axis of rotation, a center point can also be used for the design.

The transverse profile 4 can have a rigid and torsionally flexible cross-section, in particular a horseshoe or U-profile cross-section. Alternatively, the cross section can also be in the form of a hollow profile, an open profile or a combination of two or more of the aforementioned profile shapes.

In addition, the suspension device 6 can have a spiral spring 8 extending essentially in the transverse direction Y exhibit. The bending spring 8 can be arranged between the axle guides 2 essentially parallel to the transverse profile 4 and designed for support on the chassis. Furthermore, the bending spring 8 can be designed in particular as a transverse leaf spring. The suspension device 6 is not limited to a spiral spring 8, in particular a transverse leaf spring, but can also include a plurality of spiral springs 8, which can be arranged next to one another or one above the other.

Furthermore, the spiral spring 8 can have a translationally movable connecting device 9 in the transverse direction Y in the region of an axle center M of the vehicle axle 1, in particular a slide rail suspension, for connecting the spiral spring 8 to a chassis. The axle center M is to be understood in particular as a center between the axle links 2 in the longitudinal direction X, as illustrated in FIG. The connecting device 9 can be positioned, for example, in a slot in the bending spring 8, which essentially extends in the transverse direction Y. In this case, the connecting device 9 can preferably have two slide rails which extend parallel to the axis center M and each include two screws for connection to a chassis. Loads that are transmitted from or to a chassis act on the torsion spring 8 essentially in a vertical direction Z. Stresses and/or transverse forces when the suspension device 6 compresses in the transverse direction Y can thus be reduced.

Preferably, the wishbones 2 also each have a wheel carrier 12 to which a wheel hub can be fastened. The center point of a wheel hub that can be fastened to it is referred to as the wheel center point 13 of the wheel carrier. A third distance A3 can be defined as the distance between the articulation point 3 and a wheel center 13 of the wheel carrier 12 . The third distance can be greater than the second distance, for example. Alternatively, the third distance may preferably be equal to the second distance.

2 and 3 show a schematic side view of the vehicle axle 1 according to FIG. 1, FIG. 3 particularly showing a detailed view of a vehicle axle 1 according to FIG.

As FIG. 2 shows, a fourth distance A4 can be defined as the distance between the articulation point 3 of the wishbone 2 and the connection point 11 of the shock absorber 10 . The fourth distance can be greater than the third distance. Alternatively, the fourth distance can be equal to the third distance. In addition, FIG. 2 particularly illustrates a preferred connection angle of the shock absorber 10 of approximately 55° with respect to the longitudinal direction X in an installed state.

As FIG. 3 makes clear, the connection point 11 of the shock absorber 10 can be arranged below the wheel center 13 in relation to the wheel center 13 in the vertical direction Z. Optionally, in further embodiments, the connection point 11 of the shock absorber 10 can also be arranged at the same height in relation to the wheel center 13 in the vertical direction Z. In addition, the connection point 11 can be designed to be essentially round in a predetermined angular range. Alternatively or additionally, the connection point 11 can be essentially inclined in the predetermined angular range, as in the illustrated embodiment be formed or beveled, with combinations with other geometric shapes are also possible. In this way, the shock absorbers 10 can be mounted at the connection point 11 in the predetermined angular range obliquely to the longitudinal direction X, in particular in a large angular range of, for example, between 10° and 75° with respect to the longitudinal direction X.

Fig. 4 shows a detail of a plan view of the cross-connection area and axle support of the vehicle axle according to Figs. 1 to 3.

As can be seen in FIG. 4, the transverse profile 4 can be connected to the axle guides 2 in a cohesive manner, in particular by welding. In the case of a cast carrier, the wheel carriers 12 can be connected to the wishbones 2 as an integral component or also in a materially bonded manner, in particular by welding. In further embodiments, other types of connection are also possible, which sufficiently transmit predetermined forces and/or moments.

FIG. 5 shows a schematic view of a storage area 7 according to an embodiment.

The suspension device 6 is designed to be adjustable here in the longitudinal direction X relative to the axle guides 2 . This is illustrated by the double arrow in FIG. For this purpose, the bearing area 7 of the axle guide 2 can have a linear guide system 16 for adjusting the suspension device 6 . The linear guide system 16 can preferably be designed as a spindle drive, which is not shown here in detail for the sake of clarity. Furthermore, the suspension device 6 here has a housing 17 in each of the bearing areas 7 . The housing 17 can partially surround the suspension device 6 in the bearing area 7 . The housing 17 can be designed in such a way that it can be adjusted by means of the linear guide system 16 together with the suspension device 6 relative to the axle guides 2 in the longitudinal direction X in the bearing area 7, in particular steplessly adjusted.

6 shows a schematic cross-sectional view of a suspension device according to a further exemplary embodiment.

This is a schematic front view of the section of a suspension device 6 with an asymmetrical elastomer bearing 14 of a vehicle axle shown in detail. The suspension device 6 can each have an identical elastomer bearing 14 for coupling to the bearing regions 7 of the wishbones 2 . The elastomeric bearings 14 can be designed asymmetrically viewed in cross section, in particular with an asymmetrically arranged recess 15 which defines a bearing clearance 22 in a predetermined direction, as shown here with a double arrow. Preferably, the recesses 15 are each aligned in the transverse direction Y towards one another.

The shape and orientation of the recess in Fig. 6 are only to be understood as illustrative and are not limited to the specific one in Fig.

6 exemplified form limited. Rather, the recess 15 can be adapted to the required characteristics for a different flexibility in the transverse, longitudinal and vertical direction, for example with other geometric shapes such as a circle, an ellipse, a polygon, a segment of a circle or similar shapes. Furthermore, in In further embodiments, the elastomer bearing 14 can also be provided with a large number of recesses which are shaped either in the same way or differently.

Optionally, the basic shape of the elastomer bearings 14 can each be cylindrical, in particular circular-cylindrical, for coupling to the bearing area 7 of the axle guide 2 . Asymmetric recesses can also be provided.

Furthermore, the elastomer bearings 14 can each be coupled, for example, to the linear guide system 16 of the axle guide 2 according to the exemplary embodiment according to FIG. The elastomer bearings 14 can each be designed in a suitable manner in the form of a cylinder, in particular a circular cylinder, for coupling to the bearing area 7 of the axle guide 2 , with the respective cylinder axis corresponding to a linear movement axis of the linear guide system 16 . As an alternative to the exemplary embodiment according to FIG. 5, the elastomer bearing 14 can also be designed so that it can be adjusted in the longitudinal direction X relative to the housing 17 and the axle guides 2 in other exemplary embodiments. The housing 17 can at least partially surround the bearing area 7 over an entire adjustment path along the linear movement axis of the linear guide system 16, in particular in the longitudinal direction.

FIG. 7 shows a schematic perspective view of a vehicle axle 1 according to a further exemplary embodiment. While in FIGS. 1 to 6 some of the features described are also applied in isolation to the vehicle axle 1, the exemplary embodiment according to FIG. 7 makes it clear that the features described above can also be completely combined with one another. In particular are here an elastomeric bearing 14 with a housing 17 as shown in FIG. 6 and a linear guide system 16 as shown in FIG. 5 combined with a vehicle axle 1 as shown in FIG. Nevertheless, the large number of possible combinations of the described features of the present invention is not limited to this combination by the exemplary embodiment according to FIG.

FIG. 8 shows a schematic view of a vehicle axle 1 according to a further exemplary embodiment.

The vehicle axle 1 here also comprises, for example, at least two axle links 2 which extend essentially in a longitudinal direction X and which each have an articulation point 3 for pivotable articulation on a chassis. An extension essentially in the longitudinal direction also includes, as demonstrated in this embodiment, certain deviations that favor a desired kinematic and elastic behavior. For example, deviations in relation to the longitudinal direction X of up to 15°, preferably up to 10°, are possible and provided for in the illustrated embodiment. In this way, the axle guides, together with the transverse profile and the spring device, form a trapezoidal arrangement, which is particularly favorable for absorbing transverse forces.

In addition, the vehicle axle 1 in this exemplary embodiment has a transverse profile 4 which extends in a transverse direction Y and connects the axle guides 2 to one another. In addition, the transverse profile 4 is firmly connected to the respective axle guide 2 at a cross-connection area 5 of the axle guide 2 . Furthermore, the vehicle axle 1 includes a suspension device 6 which is mounted in a bearing area 7 of the axle guide 2 is mounted on the respective axle guide 2 .

In the illustrated embodiment, the suspension device is, for example, a transverse leaf spring. As a result of the trapezoidal arrangement, the transverse leaf spring is designed to be shorter than the transverse profile.

As in the previously described embodiments, a first distance A1 between the pivot point 3 and the bearing area 7 of the axle link 2 is also smaller than a second distance A2 between the pivot point 3 and the cross-connection area 5 of the axle link 2.

9 shows a vehicle 100 with a vehicle axle 1 according to a further exemplary embodiment. The vehicle 100 is designed in particular as a utility vehicle. Furthermore, the vehicle 100 has a vehicle axle 1 according to the invention. The vehicle axle 1 can be used, for example, as a rear axle in a commercial vehicle that requires a large amount of loading space. Alternatively or additionally, the vehicle axle 1 can be used as a front axle or center axle with customary modifications, depending on the number of axles of the vehicle 100 and the type of drive, in particular the driven axle of the vehicle 100.

Although the present invention has been fully described above with reference to preferred exemplary embodiments, it is not limited thereto but can be modified in a variety of ways.

In the foregoing detailed description, various features to improve the stringency of the presentation Position has been summarized in one or more examples. However, it should be understood that the above description is merely illustrative and not restrictive in any way. It is intended to cover all alternatives, modifications, and equivalents of the various features and embodiments. Many other examples will be immediately and immediately apparent to those skilled in the art in view of the above description.

The exemplary embodiments were selected and described in order to be able to present the principles on which the invention is based and its possible applications in practice in the best possible way. As a result, those skilled in the art can optimally modify and use the invention and its various exemplary embodiments in relation to the intended application. In the claims and the description, the terms "including" and "having" are used as neutral terms for the corresponding terms "comprising". do not fundamentally exclude the features and components described.

Reference List

1 vehicle axle

2 wishbones

3 pivot point

4 cross section

5 cross-connection area

6 suspension device

7 storage area

8 spiral spring

9 connection device

10 shock absorbers

11 connection point

12 wheel carriers

13 wheel center

14 elastomer bearings

15 recess

16 linear guide system

17 housing

18 angle range

19 pivot axis

20 central axis

21 central axis

22 stock clearance

100 vehicle

Al first distance

A2 second distance

A3 third distance

A4 fourth spacing

M axis center X Longitudinal

Y transverse direction

Z vertical direction

Claims

PATENT CLAIMS

1. Vehicle axle (1), in particular coupling arm axle for commercial vehicles, with at least two axle links (2) extending essentially in a longitudinal direction (X) and each having an articulation point (3) for pivotable articulation on a chassis; with a transverse profile (4) extending in a transverse direction (Y), which connects the axle guides (2) to one another and is firmly connected to the respective axle guide (2) at a transverse connection area (5) of the axle guides (2). ; and with a suspension device (6) which is located in a bearing area (7) of the axle guide (2) on the respective axle guide

(2) is mounted, with a first distance (Al) between the pivot point (3) and the bearing area (7) of the wishbone

(2) is in each case smaller than a second distance (A2) between the articulation point (3) and the cross-connection area (5) of the wishbone (2).

2. Vehicle axle (1) according to claim 1, characterized in that the suspension device (6) has a substantially in the transverse direction (Y) extending spiral spring (8) which between the axle links (2) substantially parallel to the Transverse profile (4) is arranged and designed to be supported on the chassis.

3. Vehicle axle (1) according to claim 2 characterized in that the spiral spring (8) in the area of an axle center (A) of the vehicle axle (1) in the transverse direction (Y) has a translationally movable connection device (9), in particular a slide rail suspension, for connecting the spiral spring (8) to a Has chassis.

4. Vehicle axle (1) according to claim 2 or 3, characterized in that the axle guide (2) each have a shock absorber (10) which is connected to a connection point (11) in a distal end region of the articulation point (3). Axle link (2) is articulated.

5. Vehicle axle (1) according to one of claims 2 to 4, characterized in that the axle guide (2) each have a wheel carrier (12) sen, with a third distance (A3) between the articulation point (3) and a Wheel center (13) of the wheel carrier (12) is greater than the second distance or substantially equal to the second distance.

6. Vehicle axle (1) according to claim 5, characterized in that the connection point (11) of the shock absorber (10) in relation to the wheel center (13) in a vertical direction (Z) at essentially the same height or below the wheel center telpunkts (13) is arranged.

7. Vehicle axle (1) according to one of claims 4 to 6, characterized in that the connection point (11) in a predetermined angular range essentially (18) round and/or obliquely is formed, so that the shock absorbers (10) can be mounted in this angular range (18) at an angle to the longitudinal direction (X) at the connection point (11).

8. Vehicle axle (1) according to one of the preceding claims, characterized in that the suspension device (6) for coupling to the bearing areas (7) of the axle guide (2) each have an elastomer bearing

(14).

9. The vehicle axle (1) according to claim 8, characterized in that the elastomeric bearing (14) are designed asymmetrically viewed in cross section, in particular with an asymmetrically arranged recess (15), the recesses

(15) are each aligned towards one another in the transverse direction (Y).

10. Vehicle axle (1) according to any one of the preceding claims, characterized in that the suspension device (6) is adjustable relative to the axle links (2) in the longitudinal direction (X).

11. Vehicle axle (1) according to claim 10, characterized in that the bearing area (7) of the axle guide (2) has a linear guide system (16), in particular a spindle drive, for adjusting the suspension device (6).

12. Vehicle axle (1) according to claim 8 and 11, characterized in that the elastomeric bearing (14) are each coupled to the linear guide system (16) of the axle guide (2). 13. Vehicle axle (1) according to claim 12, characterized in that the elastomer bearings (14) are each cylindrical, in particular circular-cylindrical, for coupling to the bearing area (7) of the axle guide (2), the respective Cylinder axis corresponds to a linear movement axis of the linear guide system (16). 14. Vehicle axle (1) according to one of the preceding claims, characterized in that the transverse profile (4) has a rigid and torsionally soft cross-section, in particular a horseshoe or U-profile cross-section.

15 vehicle (100), especially commercial vehicle, with a

Vehicle axle (1) according to one of the preceding claims.