WO2024052477A1

WO2024052477A1 - Axle structure for a utility vehicle chassis, comprising an axle bridge

Info

Publication number: WO2024052477A1
Application number: PCT/EP2023/074621
Authority: WO
Inventors: Abdullah JABER; Helko Mues; Tobias Krieg; Andreas KRÖGER; Dirk Zumdohme
Original assignee: Trailer Dynamics Gmbh
Priority date: 2022-09-09
Filing date: 2023-09-07
Publication date: 2024-03-14
Also published as: DE102022123038A1

Abstract

The invention relates to an axle structure (6) for a utility vehicle chassis, comprising a wheel axle (R), the spatial position of which is determined by the rotational axes of at least two wheels (16) arranged on opposite sides of the axle structure (6). The aim of the invention is to provide an axle structure which leaves sufficient installation space to provide the utility vehicle with an electric drive in the region of the axle structure while nevertheless allowing a reliable drive behavior and a high degree of driving comfort. This is achieved in that the control arms (8) are connected together via an axle bridge (22) on the wheel axle (R) side facing away from the pivot bearings (10).

Description

Axle construction for a commercial vehicle chassis with an axle bridge

The present invention relates to an axle construction for a commercial vehicle chassis according to the preamble of claim 1 and to a commercial vehicle with a corresponding axle construction according to the preamble of claim 17.

A generic axle construction with an axle bridge is known from document DE 101 63 628 A1. The wheels are driven by a drive motor located on the wheel. The axle bridge is arranged below the wheel axle to enable entry as low as possible in a low-floor bus.

From the document DE 35 26272 A1 an axle construction is known in which a hollow axle carrier holds the wheel carriers at its outer ends. The spring and damper elements are supported against the wheel carriers. The axle carrier is designed as a welded sheet metal box.

The wheel suspensions are intended to ensure safe driving behavior and mitigate losses in driving comfort caused by uneven road surfaces. To do this, they have to guide the wheels in an elastic way in the event of impacts without noticeably changing the chassis geometry and at the same time have the longest possible spring travel, vibration Dampening and being as light as possible in order to keep the unsprung masses as low as possible. This applies to commercial vehicles, including truck trailers, in the same way as to cars.

Recently, the additional problem has arisen that an axle construction intended for commercial vehicles should open up the possibility of driving the wheels, which are held by the axle construction, by means of one or more electric motors. However, the problem here is that the installation space available in a commercial vehicle is limited, especially if the commercial vehicle is a truck trailer. The width and height of a commercial vehicle is already limited by the legal registration regulations. The wheels used in a commercial vehicle must have a wheel diameter and wheel width that are large enough to be able to safely support the mass of the commercial vehicle and its load on the ground. Due to the width of the wheels and the handlebar arms, the space available between them is already significantly limited. The commercial vehicle must also have sufficient ground clearance at the bottom. The loading area of the commercial vehicle cannot be raised because otherwise cargo space would be lost, which would affect the economic efficiency of the commercial vehicle. For these reasons, the axle systems known from the prior art are not suitable for use in conjunction with a powerful drive that is decoupled from the unsprung masses. In particular, normal rigid axles cannot be installed in such an axle design. It is the object of the present invention to create an axle construction which leaves sufficient installation space to provide the commercial vehicle with an electric drive in the area of the axle construction and which nevertheless enables safe driving behavior and a high level of driving comfort.

The task is solved for the generic axle construction by the characterizing features of claim 1 and for the generic commercial vehicle with the characterizing features of claim 17.

By arranging the axle bridge in the space on the side of the wheel axle facing away from the pivot bearings, the installation space in the area of the wheel axle between the handlebar arms remains free. There is no need for an axle tube that extends from wheel to wheel and directly connects the axes of rotation of the wheels. The space thus freed up can now be used for drive components of an electric drive for the wheels held by the axle construction. Nevertheless, the two handlebar arms are connected to each other by the axle bridge.

The handlebar arms are each pivotally mounted in a pivot bearing which is arranged in a frame-side holding device. In that the link arms are connected to one another via the axle bridge, particularly in the area of the sections of the link arms that face away from the pivot bearings

Side of the wheel axle, there is better tracking for the wheels on the

Wheels attached to the wheel carrier. The two handlebar arms form together with the Axle bridge is a U-shaped swing arm on which the two wheels are held on opposite sides. Via the axle bridge, the transverse forces and supporting forces acting on the axle structure when driving the commercial vehicle are well distributed between both wheels and handlebar arms. The axle bridge reduces the tendency of the handlebar arms to oscillate individually across the direction of travel when lateral forces act on one or both handlebar arms. The introduction of the axle bridge also ensures a constant track width of the axle, which is normally ensured by the rigid axle tube.

The handlebar arms can be made in one or more parts. In a one-piece design, they extend as a welded assembly or as a single component cast from cast steel from the pivot bearing to the area where the axle bridge is connected. In a multi-part design, there are divisions between the individual parts of the handlebar arms, where the individual parts are joined together to form a handlebar arm.

The axle bridge is designed in such a way that it allows a handlebar arm on one side of the vehicle to deflect in or out without pulling the handlebar arm on the other side of the vehicle up or down in the same way. Although the axle bridge is preferably designed to be rigid, it can - just like the control arms - carry out torsional movements to a small extent under one-sided loads, whereby the acting forces are at least partially compensated. One-sided compression or rebound is therefore possible to a small extent. This applies in particular especially when the bearing bushes of the pivot bearings, in which the handlebar arms are held in a frame-side holding device after they have been installed in a commercial vehicle, are designed to be soft.

According to one embodiment of the invention, the link arms are connected to the axle bridge in the area of the support sections for connecting the respective link arm with a spring element. The connection of the axle bridge to the handlebar arm in the area of the spring element creates a favorable flow of force and good support of the axle bridge in the vertical direction by the spring element. In order to be able to fulfill the spring function, a spring element must extend along a stroke path that creates sufficient spring travel. In order to be able to use a sufficiently long suspension travel and to ensure the ride height offset required in commercial vehicles, one end of a spring element engages as far down as possible on a handlebar arm. If the axle bridge also engages the handlebar arm in this area, the axle bridge is also connected to the handlebar arm as far down as possible. The resulting deep positioning of the axle bridge in the axle construction creates a space at the top that can be used for drive elements of the electric drive and/or for chassis components and/or for the most stable construction of the axle bridge.

According to one embodiment of the invention, the axle bridge is designed as a welded construction. The welded construction can be made comparatively easily be led. With a corresponding shape - for example a hollow one

Box - nevertheless results in high rigidity.

According to one embodiment of the invention, the axle bridge is designed as a welded construction, which has a base plate on its underside, which runs across the width of the axle bridge in an at least approximately constant plane and which has a greater overall height in its central section than in the outer edge areas . The base plate, which is at least approximately flat, forms protection towards the ground for the drive components, which can be arranged between the handlebar arms in the shadow of the axle bridge. When installed, the base plate defines the ground clearance of the axle structure. If the base plate is at least approximately horizontally aligned when installed in the vehicle, the base plate has a high resistance force when it hits a foreign body in the direction of extension, which significantly reduces the risk of permanent deformation of the axle structure during use. Furthermore, the continuous base plate prevents excessive accumulation of dirt inside the axle bridge. Due to the greater height in the middle section, the strength of the axle bridge is statically increased in the area where deflection is most likely to occur. By increasing the cross-sectional profile of the axle bridge upwards, the available space between the handlebar arms is cleverly utilized. According to one embodiment of the invention, a fastening bracket for connecting handlebar struts is formed in the middle area of the axle bridge. The track, the camber, the spread as well as the lead or caster can be adjusted using the handlebar struts. The track describes the difference in length by which the two wheels of an axle are closer together at the front than at the rear. If the wheels are closer together at the front, this is referred to as “positive toe-in” or “toe-in”, and conversely, “negative toe-in” or “toe-in”. The camber, in turn, describes the angle of the wheel plane to a vertical line established at the contact point of the respective wheel, transverse to the longitudinal axis of the vehicle. The spread, on the other hand, is the angle between the inclined axis and a perpendicular to the road transverse to the longitudinal axis of the vehicle.

The payload can also lead to a change in the camber angle if the axle geometry is unsuitably designed. This makes it possible to adjust the camber according to the payload usually transported using the handlebar struts. Cornering forces can only arise when the tire is rolling if there is a slip angle and/or camber. A fall results in a favorable distribution of tension between the tread particles in the tire contact area. In multi-lane vehicles such as commercial vehicles, basic camber and camber change are used to partially compensate for the camber angle to the road that results from the vehicle's tendency to roll on the outside wheel. With independent wheel suspensions - depending on the axle principle and the kinematics of the axle - the camber changes over the spring travel. On the other hand, with rigid axles, the camber to the road remains approximately constant when cornering. In an axle design in which an ordinary If the axle tube has been replaced by an axle bridge that is offset by a certain amount from the wheel axle, the offset of the axle bridge from the wheel axle results in camber changes in the wheels when the payload changes or when cornering and one-sided compression and rebound movements of the wheels caused by torsional movements in the handlebar arms and/or the axle bridge. In an axle construction for a driven axle, in which a normal axle tube is missing and the connection of the pivoting handlebar arms with the attached driven wheels is established via an axle bridge offset from the wheel axle, an additional guidance of the wheels and a solution for transmitting the wheel forces is therefore necessary necessary. When designing axle designs for commercial vehicles, especially with an air-suspended axle design, it is also important to sensibly dissipate the lateral forces that occur. Particularly when cornering or when the payload is increased, the axle bridge is subjected to strong bending stress. This is particularly true for driven axles in a vehicle.

The initial adjustment of the camber of the wheels to a desired value when assembling the axle construction on a commercial vehicle and the maintenance of a desired camber of the driven wheels while the commercial vehicle is driving as well as the transmission and compensation of the wheel forces that occur when the commercial vehicle is driving is now over the handlebar struts are possible, which can be connected to the axle bridge via the mounting bracket. In order to keep the wheels at the desired camber angle and to absorb the forces that occur when the commercial vehicle is moving, the fastening bracket is in the middle. Rich in the axle bridge. Handlebar struts can be attached to the fastening console with their first end, which are connected to one of the handlebar arms at their second end. When cornering and with a high payload, the handlebar struts attached to the mounting console with a first end transfer the bending forces acting on the axle bridge into the handlebar arms to which the wheel carriers and the driven wheels are attached. This puts less strain on the connection of the axle bridge to the handlebar arms. The handlebar arms transfer the forces acting on them from the handlebar struts to the wheels and the vehicle frame.

According to one embodiment of the invention, the fastening bracket is designed as a projection arranged below the upper edge of the axle bridge, which extends in a direction transverse to the direction of extension of the axle bridge, the handlebar struts having a length adjustment device and fastening elements for fastening handlebar struts are formed on the projection Pulling direction from a view from above is aligned at an angle <45° and >0° to the direction of extension of the axle bridge.

The projection allows the handlebar struts to engage the axle bridge at a height that is lower than the top of the axle bridge. The longer lever this allows allows the handlebar struts to absorb higher forces.

The handlebar struts have a length adjustment device. With the handlebar struts it is possible to adjust the camber of the wheels, the track of the wheels, the spread of the wheels The and the lead and caster of the corresponding axle structure can be adjusted to a desired value after the axle structure has been attached to a commercial vehicle. The handlebar struts can have a fixed length that matches a desired geometric setting of the wheels. However, it is also possible to make the geometric adjustment of the wheels adjustable by adjusting the length of the handlebar struts to a suitable length using the length adjustment device. The length adjustment can be carried out, for example, by telescopic tubes that can be fixed in a respective extended position, by a length-adjustable clamping screw or other suitable length adjustment devices. The length of the handlebar struts, which are provided with a length adjustment device, can be adjusted to a desired value not only when installing the axle structure on a vehicle, but also subsequently while using the vehicle.

Through a pulling direction of the handlebar struts, the pulling direction of which, viewed from above, is aligned at an angle <45° and >0° to the direction of extension of the axle bridge. The alignment of the pulling direction of the fastening elements in the specified angular range can be done by aligning the fastening elements accordingly obliquely to a holding plate to which the fastening elements are fastened, and / or the holding plate to which the fastening elements are fastened in an angular position to the direction of extension of the Axle bridge is arranged, from which the specified pull direction angle results. Through a pulling direction of the handlebar struts, which are aligned from a view from above of the axle bridge at an angle <45 ° to the direction of extension of the axle bridge, form a respective handlebar strut, the section of the axle bridge braced by the respective handlebar strut and the section of the handlebar arm between its connection to the axle bridge up to the point at which the respective handlebar strut engages the handlebar arm, a force triangle through which the forces acting on these components distribute well. The handlebar struts can thereby effectively support the axle bridge in a direction transverse to the longitudinal direction of the vehicle and keep the wheels in a desired geometric setting when the commercial vehicle is traveling. Because the angle is > 0°, the handlebar struts can not only transfer lateral forces from the axle bridge to the vehicle frame, but also longitudinal forces. The fastening means can, for example, be designed as screw bolts onto which a handlebar strut can be screwed. However, fastening means designed like a hook or in another suitable manner can also be provided.

According to one embodiment of the invention, fastening elements for fastening handlebar struts are formed on the projection on opposite sides, on which at least one handlebar strut is rotatably and/or articulatedly connected to the associated fastening element(s) on each side of the projection and this handlebar strut is separated from the associated fastening element from in the assembly and rest position of the axle construction in a commercial vehicle to the connection point of the handlebar strut on the handlebar arm associated with this handlebar strut at an angle of attack that deviates by an angle from the direct line between the associated attachment point and the wheel center in the associated wheel. Due to the arrangement of the fastening Elements on opposite sides of the projection make it possible to transfer the transverse forces acting on the axle structure when the vehicle is cornering to both sides of the vehicle frame. Depending on the direction of action of a transverse force, the fastening elements arranged on a first side of the projection are loaded in tension and the fastening elements arranged on the second side of the projection are loaded in compression. The introduction of transverse forces into the vehicle frame on both sides results in very good support for the axle structure when cornering.

According to one embodiment of the invention, at least two handlebar struts are arranged on each side of the projection, which connect the projection from a respective fastening element to an associated handlebar arm, and the handlebar struts are aligned so that the first of the two handlebar struts is separated from the direct line between the associated attachment point and the wheel center in the associated wheel upwards towards the handlebar arm and the second of the two handlebar struts deviates downwards from the direct line between the associated attachment point and the wheel center in the associated wheel towards the handlebar arm. In this specific arrangement, the at least two handlebar struts move in opposite directions when the handlebar arms and the axle bridge are deformed, as a result of which they generate a tilting moment on the respective handlebar arm and thus also on the wheel attached to it. This tilting moment can be used to hold the wheel in a desired geometric setting. According to one embodiment of the invention, a fastening element for connecting a tracking means is formed on the axle bridge. Unlike the handlebar struts, the tracking devices serve the purpose of favorably influencing the track of the wheels of the axle construction when the commercial vehicle is moving. The track of the wheels can change due to different compression and rebound movements of the handlebar arms on opposite sides of the vehicle frame as well as torsional movements of the vehicle frame and transverse forces introduced by the wheels. The vehicle equipped with the axle design could therefore exhibit self-steering behavior that is detrimental to safe driving behavior. In addition, the torques induced by the drive destabilize the directional stability of the axle construction, especially if the joints of the handlebar arms are designed to be soft. This circumstance makes a tracking device necessary. Commercial vehicle chassis can also be adjusted to different ride heights. For this purpose, the tracking means used must be designed in such a way that it can ensure a straight track of the axle construction for a wide range of ride heights. In order to solve this difficulty, a fastening element for connecting a tracking device is provided on the axle bridge. The fastening element for connecting a tracking means is preferably arranged in the middle of the axle bridge in order to transmit the forces introduced into the axle bridge by the tracking means evenly to both sides of the axle structure and in order to be able to ensure a wide ride height range of the axle structure. According to one embodiment of the invention, the fastening element is a shaft for connection to a Watt linkage. The rotatable joint of the Watt linkage can be placed on the shaft. With a Watt linkage, the axle always remains centered in the vertical direction during extension and compression. It uses the effect described by the Watt parallelogram. A conceivable embodiment can be constructed in such a way that the wishbones are fixed to the vehicle frame on one side. The other movable ends are connected to the axle via a rotatable joint. The lateral lifting movements are caused by the radius that the movable ends of the two wishbones pass through during extension and compression. However, you do not pull the axle outwards, as the rotatable joint allows for length compensation and thus keeps the axle in the middle.

According to one embodiment of the invention, the fastening element for connecting a tracking means is arranged on the side of the axle bridge opposite the fastening console for connecting handlebar struts. Arranging these components on opposite sides of the axle bridge results in a parallelogram-like force distribution. The forces introduced into the axle bridge by the handlebar struts and the tracking means are optimally introduced into the axle bridge. Furthermore, the elevation of the axle bridge enables positioning of the fastening element for the tracking means in an area that is selected so that a collision of the rotatable joint with the ground is avoided. According to one embodiment of the invention, the outer ends of the axle bridge have two plates arranged at a distance from one another, which are in an at least approximately horizontal orientation when the axle structure is mounted on a vehicle, with at least one sleeve being arranged between the two plates, the central longitudinal axis of the sleeve when the axle structure is installed in a vehicle, it extends in an at least approximately vertical direction, at least one of the two plates has a passage opening in the extension of the central longitudinal axis of the sleeve, through which a screw bolt that fits into the sleeve is passed, between the two plates and one end a space is formed in the sleeve, into which a connecting element of a handlebar arm is inserted, the connecting element of the handlebar arm also has a passage opening in the extension of the central longitudinal axis of the sleeve, through which the screw bolt fitting into the sleeve is passed, and at least the side facing away from the sleeve one of the two plates has a clamping surface against which a screw nut or a screw head of the screw bolt is screwed. With the construction described above, the axle bridge and the link arms can be firmly connected to one another in a simple manner, in particular by means of an advantageous screw connection, which enables separate assembly and disassembly of the components from one another. The sleeve can be designed as a simple clamping sleeve or as a screw sleeve with an internal thread. The sleeve can be firmly connected to a plate, for example by a welded connection, and the screw connection is then made against the other plate, or the sleeve is placed as a simple spacer sleeve on a screw bolt which clamps the two plates together. In which The connecting element of the handlebar arm can be a plate-shaped leg of the handlebar arm, which is inserted into the space between the sleeve and the second plate and then screwed to the axle bridge using the screw bolt inserted through the feedthrough opening. Of course, there can be more than one sleeve with a number of through openings corresponding to the number of sleeves used at the ends of the axle bridge, so that the handlebar arm associated with one end of the axle bridge can be connected to it via several screw bolts. When connecting the handlebar arm to the axle bridge using several screw bolts, a sufficiently strong, durable and maintenance-free connection between the two components can be created. The at least approximately horizontal alignment of the plates depends on the ride height of the axle construction, but in the lowered normal driving state the spatial position of the plates is at least approximately vertical.

According to one embodiment of the invention, the axle bridge has a fastening means at its outer ends for connection to an air bellows. The air bellows is a spring element that can be used to support the free end of a handlebar arm relative to the vehicle frame. When the handlebar arm springs, the air bag is compressed or pulled apart. If the axle bridge is directly connected to an air suspension bellows, the axle bridge on the corresponding side of the vehicle directly follows the compression and rebound movements of this air suspension bellows. This means that there is no need for separate power transmission means. The fastening means can, for example, be in a There is a sleeve or a screw bolt through which the components are secured using a

Screw connection can be connected to each other. According to one embodiment of the invention, the air bellows can only be connected directly to the axle bridge and not to a handlebar arm, so that the spring forces are only transmitted indirectly via the axle bridge to the associated handlebar arm.

According to one embodiment of the invention, a corresponding end of the axle bridge is connected in a connection node to both the handlebar arm and the air bellows. A corresponding end of the axle bridge, the associated handlebar arm and the associated air bellows are connected to one another via the connection node. Via the connection node, the acting forces can be transmitted in a simple manner between the components connected to one another via the connection node.

According to one embodiment of the invention, a bellows support is placed on the upper of the two plates located at one end of the axle bridge and is firmly connected to it. The bellows carrier can have a plate shape. Openings can be formed in the bellows support through which one or more screw heads of screw bolts or screw nuts located underneath can be reached. The bellows carrier can be made so thick that the screw heads or nuts do not protrude beyond the surface of the bellows carrier. This creates a flat surface for the support of the spring element and sufficient installation space for mounting the spring element, in particular in the form of an air bellows. The connection of the bellows carrier with the axle bridge can be for example, be made via a screw or welded connection. In addition, the design of the connecting node of the handlebar arm and axle bridge is designed in such a way that the bellows can still be attached or detached when the two components are connected.

According to one embodiment of the invention, the connection between the axle bridge and the handlebar arm is designed in such a way that the installation of a spring element on at least one of these elements is possible without having to loosen the connection between the axle bridge and the handlebar arm. This is possible through separate interfaces for the connection of the axle bridge and the respective handlebar arm and the connection between the axle bridge and/or the handlebar arm and the spring element, for example via the bellows carrier. This means that the spring element can be repaired or replaced without excessive effort.

According to one embodiment of the invention, the handlebar arms and the axle bridge are each connected to one another by at least three screw connections. If the wheel axle is offset from an axle bridge in an axle construction, high thrust and tensile forces arise in the transition area from the handlebar arms to the axle bridge when the commercial vehicle equipped with the axle construction corners and/or the handlebar arms deflect in or out. A screw connection offers advantages over conventional welded connections. In order to make the screw connection sufficiently resilient, at least three screw connections are required in order to connect a handlebar arm to an axle bridge sufficiently firmly and permanently. It should be noted that the embodiments of the invention listed above can be combined individually, but also with each other, with the subject matter of claim 1 and the other subclaims, provided that there are no technical obstacles to this and there are no compelling dependencies.

Further modifications and refinements of the invention can be found in the claims, the description and the drawings.

The invention will be explained in more detail below using an exemplary embodiment. Show it:

Figure 1: an overall view of an electric drive train installed in a commercial vehicle from diagonally below,

Figure 2: a view of the axle construction from above,

Figure 3: a view of the axle construction from behind,

Figure 4: an enlarged view of an outer end of the axle bridge, and Figure 5: the representation shown in Figure 4 of an outer end of the axle bridge with a screw connection.

1 shows an overall view of a commercial vehicle 2 in the form of a truck trailer diagonally from below, into which an electric drive train 200 is installed. The commercial vehicle 2 has a vehicle frame 4, which in the exemplary embodiment is supported on the ground via three axle structures 6. The middle axle construction 6 has the electric drive train 200; in the other two axle constructions, the axle bridge or the axle has been omitted for reasons of drawing simplicity. In the front area, the commercial vehicle with the kingpin K is placed on the fifth wheel coupling of a semi-trailer truck (not shown in the drawing) and pulled over it.

The axle structures 6 each have a handlebar arm 8 on opposite sides of the vehicle frame 4, which is each connected to the vehicle frame 4 via a pivot bearing 10 arranged in a holding console. A wheel carrier 12 is also attached to the handlebar arm 8, to which the wheels of the commercial vehicle 2 can then be screwed. At their end facing away from the pivot bearing 10, the link arms 8 are each supported on the vehicle frame 4 via a spring element 14. The link arms 8 therefore rotate around the pivot bearings 10 during spring movements and thereby spring against the restoring forces in the flexible spring elements 14. In Fig. 2 a view of the axle construction 6 is shown from above. In this view, the wheel axle R can be clearly seen, the spatial position of which is determined by axes of rotation of at least two wheels 16 arranged on opposite sides of the axle structure 6. The wheels 16 are each held on a handlebar arm 8 connected to it via a wheel carrier 12. The link arms 8 are arranged at a distance from one another along the wheel axis R and are each aligned in a direction transverse to the wheel axis R. The handlebar arms 8 each have a pivot bearing 10 at a first end, at a first distance from the pivot bearing 10 an interface 18 for connecting a wheel carrier 12 to the respective handlebar arm 8 and at a second distance from the pivot bearing 10 a support section 20 for connecting the respective handlebar arm 8 with a spring element 14.

The link arms 8 are connected to one another via an axle bridge 22 on the side of the wheel axle R facing away from the pivot bearings 10. The link arms 8 are also connected to the axle bridge 22 in the area of the support sections 20 for connecting the respective link arm 8 with a spring element 14. In the middle area of the axle bridge 22, a fastening bracket 24 is designed for connecting handlebar struts 26. In the exemplary embodiment shown, the fastening bracket 24 is designed as a projection V arranged below the upper edge of the axle bridge 22, which extends in a direction transverse to the direction of extension of the axle bridge 22. Fastening elements 28a for fastening handlebar struts 26 are formed on the projection V, the pulling direction of which, viewed from above, is aligned at an angle a <45 ° and > 0 ° to the direction of extension of the axle bridge 22. Fastening elements 28a for fastening handlebar struts 26 are formed on opposite sides of the projection V, on which at least one handlebar strut 26 is rotatably and/or articulatedly connected to the associated fastening element(s) 28a on each side of the projection V and this handlebar strut 26 is separated from the projection V associated fastening element 28a in the assembly and rest position of the axle structure 6 in a commercial vehicle to the connection point of the handlebar strut 26 on the handlebar arm 8 associated with this handlebar strut 26 extends at an angle of attack which is an angle from the direct line between the associated attachment point and the Wheel center in the associated wheel 16 differs.

In Fig. 3 a view of the axle construction is shown from behind. In the view it can be seen that the axle bridge 22 is designed as a box-like welded construction with a base plate 30, a cover plate 38 and two side plates 40. The base plate 30 on the underside of the axle bridge 22 runs across the width of the axle bridge 22 in an at least approximately constant plane. The side plate 40 and thus the axle bridge 22 have a greater overall height H in their central section than in the outer edge areas. A fastening element 28b for connecting a tracking means 32 is formed on the axle bridge 22. In the exemplary embodiment, the tracking means 32 is designed as a Watt linkage. The fastening element 28b is a shaft on which the joint plate 34 is rotatably mounted. The inner ends of the two wishbones 36 are connected to the joint plate 34 via swivel joints. The external The ends of the wishbones 36 are each connected to a control arm. A tilting movement of a handlebar arm 8 in a direction transverse to the direction of travel is transmitted to the other handlebar arm 8 via the Watt linkage.

In Fig. 4 it can be seen from an enlarged view of an outer end of the axle bridge 22 that this end has two plates 42a, 42b arranged at a distance from one another, which are in an at least approximately horizontal orientation when the axle structure 6 is mounted on a vehicle 2 . At least one sleeve 44 is firmly connected to the first plates 42a, the central longitudinal axis L of which is shown in dashed lines in FIG. 4 extends in an at least approximately vertical direction when the axle structure 6 is installed in a vehicle 2. Both plates 42a, 42b have a passage opening 46 in the extension of the central longitudinal axis L of the sleeve 44, through which a screw bolt 48 that fits into the sleeve 44 can be passed. A gap 50 is formed between the two plates 42a, 42b and one end of the sleeve 44, into which a connecting element 52 of a handlebar arm 8 is inserted. The connecting element 52 of the handlebar arm 8 also has a passage opening 46 in the extension of the central longitudinal axis L of the sleeve 44, through which the screw bolt 48 fitting into the sleeve 44 is passed, as shown in FIG. 5. In the exemplary embodiment, both sides of the two plates 42a, 42b facing away from the sleeve 44 have a clamping surface 54, against which a screw nut or a screw head of the screw bolt 48 is screwed. If a screw bolt 48 with a welded on the inside of one of the two plates 42a, 42b Screw sleeve 44 is screwed, it is of course sufficient if only it is not with the

Screw sleeve 44 welded plate 42a, 42b has a clamping surface 54.

5 further shows that the axle bridge 22 has, at the outer end shown there, a fastening means for connection to an air bellows as an example of a spring element 14. In the exemplary embodiment shown, the fastening means is the two screw holes 56, via which an air bellows can be screwed to the axle structure 6. The end of the axle bridge 22 shown in FIGS. 4 and 5 forms a connecting node 58 with the two plates 42a, 42b and the connecting element 52, via which the axle bridge 22 is connected to both the handlebar arm 8 and the air bellows. In the exemplary embodiment, a bellows carrier 60 is placed on the upper of the two plates 42a, 42b located at one end of the axle bridge 22 and is firmly connected to the axle bridge 22.

The invention is not limited to the exemplary embodiment described above. It is not difficult for a person skilled in the art to modify the exemplary embodiment in a way that he deems suitable in order to adapt it to a specific application. Reference symbol list

Commercial vehicle

vehicle frame

Axle construction

Handlebar arm

Pivot bearing

Wheel carrier

Spring element

wheel

Interface for connecting a wheel carrier

Support section

axle bridge

Fixing console

handlebar struts

fastener

base plate

Guidance means

Joint plate

wishbone

Cover plate

Page sheet

plate 4 sleeve 6 through opening

48 screw bolts

50 space

52 connecting element

54 clamping surface

56 screw hole

58 connection nodes

60 bellows carriers

200 electric powertrain

K kingpin

R wheel axle

V lead

L central longitudinal axis

Claims

Patent claims

1 . Axle construction (6) for a commercial vehicle chassis with a wheel axle (R), the spatial position of which is determined by axes of rotation of at least two wheels (16) arranged on opposite sides of the axle construction (6), the wheels (16) each having a wheel carrier (12) held on a handlebar arm (8) connected to it, the handlebar arms (8) are arranged at a distance from one another along the wheel axis (R) and are each aligned in a direction transverse to the wheel axis (R), the handlebar arms (8) each point at one first end a pivot bearing (10), at a first distance from the pivot bearing (10) an interface (18) for connecting a wheel carrier (12) to the respective handlebar arm (8) and at a second distance from the pivot bearing (10) a support section (20 ) for connecting the respective handlebar arm (8) to a spring element (14), characterized in that the handlebar arms (8) are connected to one another via an axle bridge (22) on the side of the wheel axle (R) facing away from the pivot bearings (10).

2. Axle construction (6) according to claim 1, characterized in that the link arms (8) are connected to the axle bridge (22) in the area of the support sections (20) for connecting the respective link arm (8) with a spring element (14).

3. Axle construction (6) according to claim 2, characterized in that the

Axle bridge (22) is designed as a welded construction.

4. Axle construction (6) according to one of the preceding claims, characterized in that the axle bridge (22) is designed as a welded construction which has a base plate (30) on its underside which extends across the width of the axle bridge (22) in one at least approximately constant level, and which has a greater height (H) in its middle section than in the outer edge areas.

5. Axle construction (6) according to one of the preceding claims, characterized in that a fastening bracket (24) for connecting handlebar struts (26) is formed in the central region of the axle bridge (22).

6. Axle construction (6) according to claim 5, characterized in that the fastening bracket (24) is designed as a projection (V) arranged below the upper edge of the axle bridge (22), which extends in a direction transverse to the direction of extension of the axle bridge (22). extends, wherein fastening elements (28a) are formed on the projection (V) for fastening handlebar struts (26), the pulling direction of which, when viewed from above, is at an angle (a) <45° and >0° to the direction of extension of the axle bridge (22). is aligned.

7. Axle construction (6) according to claim 6, characterized in that fastening elements (28a) for fastening handlebar struts (26) are formed on the projection (V) on opposite sides, on which at least one on each side of the projection (V). The handlebar strut (26) is rotatably and/or articulated with the associated fastening element(s) (28a) and this handlebar strut (26) extends from the associated fastening element (28a) in the assembly and rest position of the axle structure (6) in a commercial vehicle up to The connection point of the handlebar strut (26) on the handlebar arm (8) associated with this handlebar strut (26) extends at an angle of attack which deviates by an angle from the direct line between the associated attachment point and the wheel center in the associated wheel (16).

8. Axle construction (6) according to one of the preceding claims, characterized in that a fastening element (28b) for connecting a tracking means (32) is formed on the axle bridge (22).

9. Axle construction (6) according to claim 8, characterized in that the fastening element (28b) is a shaft for connection to a Watt linkage.

10. Axle construction (6) according to one of the preceding claims, characterized in that the fastening element (28b) for connecting a tracking means (32) is arranged on the side of the axle bridge (22) opposite the fastening bracket (24) for connecting handlebar struts (26). is.

11. Axle structure (6) according to one of the preceding claims, characterized in that the outer ends of the axle bridge (22) have two plates (42a, 42b) arranged at a distance from one another, which are in the assembled state of the axle structure (6) on a vehicle (2 ) are in an at least approximately horizontal orientation, with at least one sleeve (44) being arranged between the two plates (42a, 42b), the central longitudinal axis (L) of which is at least in one when the axle structure (6) is installed in a vehicle (2). extends approximately vertical direction, at least one of the two plates (42a, 42b) in the extension of the central longitudinal axis of the sleeve (44) has a through opening (46) through which a screw bolt (48) that fits into the sleeve (44) is passed, between the two plates (42a, 42b) and one end of the sleeve (44) have a gap (50) formed into which a connecting element (52) of a handlebar arm (8) is inserted, as is the connecting element (52) of the handlebar arm (8). in the extension of the central longitudinal axis of the sleeve (44) has a through opening (46) through which the screw bolt (48) fitting into the sleeve (44) is passed, and at least the side of one of the two plates (42a) facing away from the sleeve (44). , 42b) has a clamping surface (54) against which a screw nut or a screw head of the screw bolt (48) is screwed.

12. Axle construction (6) according to one of the preceding claims, characterized in that the axle bridge (22) has a fastening means at its outer ends for connection to an air bellows.

13. Axle construction (6) according to claim 12, characterized in that a corresponding end of the axle bridge (22) is connected in a connecting node (58) to both the handlebar arm (8) and the air bellows.

14. Axle construction (6) according to one of claims 11 to 13, characterized in that a bellows carrier (60) is placed on the upper of the two plates (42a, 42b) located at one end of the axle bridge (22) and connected to the axle bridge (22 ) is firmly connected.

15. Axle construction according to one of the preceding claims, characterized in that the connection between the axle bridge (22) and the handlebar arm (8) is designed such that the installation of a spring element (14) on at least one of these elements is possible without the connection of the axle bridge (22) and handlebar arm (8) have to be loosened.

16. Axle construction (6) according to one of the preceding claims, characterized in that the link arms (8) and the axle bridge (22) are each connected to one another by at least three screw connections.

17. Commercial vehicle (2) with an axle construction (6) for a commercial vehicle chassis with a wheel axle (R), the spatial position of which is determined by axes of rotation of at least two wheels (16) arranged on opposite sides of the axle construction (6), the wheels (16) are each held via a wheel carrier (12) on an associated handlebar arm (8), the handlebar arms (8) are along the Wheel axle (R) arranged at a distance from one another and each aligned in a direction transverse to the wheel axle (R), the link arms (8) each have a pivot bearing (10) at a first end and an interface (18) at a first distance from the pivot bearing (10). ) for connecting a wheel carrier (12) to the respective handlebar arm (8) and at a second distance from the pivot bearing (10) a support section (20) for connecting the respective handlebar arm (8) to a spring element (14), characterized in that the axle construction (6) is designed according to the characterizing features of claims 1 - 16.