Bonded handlebar end, vehicle axle system and method for attaching a handlebar end

Abstract

The present invention provides a handlebar end (1), in particular for an axle assembly for a commercial vehicle, comprising a connection area (10) and a functional area (20), wherein the connection area (10) and the functional area (20) each form distal ends of the handlebar end (1), wherein the connection area (10) has at least one support surface (13) and an end face (12), wherein the end face (12) is configured, at least partially, to absorb forces acting normally on the end face (12), wherein the support surface (13) is configured to absorb forces acting transversely to the forces acting normally on the end face (12), and wherein at least the end face (12) is configured to be bonded to an axle tube (30) and / or a handlebar part (40). Furthermore, the invention also provides a vehicle axle system (50) and a method for joining a handlebar end (1).

Description

[0001] The present invention relates to a bonded handlebar end for a commercial vehicle, a vehicle axle system and a method for joining a handlebar end.

[0002] A commercial vehicle axle typically comprises a one-piece control arm, which is mounted at one end to a support bracket and at the other end to a spring, particularly an air spring, and carries an axle tube approximately in the middle. Two- or multi-piece control arms have also proven advantageous, for example, to achieve a wide variety of designs or to combine the different flexible properties of individual control arm components. In this design, a control arm end is joined to a complementary control arm section, also known as the control arm front section, using screw connectors to form a complete control arm. An axle tube is usually arranged on the control arm or between the two control arm sections and secured to the control arm via a clamping connection.

[0003] Such a bolted connection between the handlebar end and the handlebar section (front handlebar section) requires a complex design of both components, taking into account the installation of the necessary fasteners. Bolted, riveted, or welded connections therefore not only place increased demands on available space but also lead to greater complexity in the manufacturing of a commercial vehicle axle and an increased final weight. Furthermore, forces transmitted via the handlebar between the axle tube and the ladder frame of the commercial vehicle result in increased stress at the bolted joints between the handlebar end and the handlebar section. In other words, this introduces point loads at the bolted joints. Consequently, these areas must be designed to be particularly stress-resistant.Furthermore, the handlebar end and handlebar section often use the same material at their joint to prevent galvanic corrosion. Therefore, the use of materials with different strength, corrosion resistance, or spring properties is limited.

[0004] It is an object of the present invention to provide a handlebar end that can be connected to an axle tube in a particularly robust manner. Furthermore, it is an object of the invention to design the handlebar end in such a way as to enable the fastest and most economical manufacturing process possible.

[0005] The present invention solves the above problem with a handlebar end having the features of claim 1, a vehicle axle system having the features of claim 8 and a method for attaching a handlebar end having the features of claim 11.

[0006] According to one aspect of the present invention, a steering end, in particular for an axle assembly of a commercial vehicle, is provided, comprising a connection area and a functional area, wherein the connection area and the functional area each form distal ends of the steering end, wherein the connection area has at least a support surface and an end face, wherein the end face is configured at least partially to absorb forces acting normally on the end face, wherein the support surface is configured to absorb forces acting transversely to the forces acting normally on the end face, and wherein at least the end face is configured to be materially bonded, in particular glued, to an axle tube and / or a steering linkage part.

[0007] Compared to the prior art, the invention is distinguished by the fact that the handlebar end and the handlebar section, also referred to as the handlebar front section, are not screwed together, but rather that the joint between these components is provided with an adhesive and the two components are bonded together. This joining method offers numerous advantages, such as increased design freedom, a wider variety of variants or a modular system, the use of different materials for the handlebar components, and, above all, optimized force distribution across the joint.

[0008] In the context of this invention, the steering link end can be part of a steering link and / or, together with another steering link section, form a steering link, in particular a longitudinal control arm. In other words, a steering link can be two-part or multi-part, with at least one of these parts being a steering link end. This can offer the advantage that a multitude of different steering links can result from combinations of various, in particular different, steering link ends and other chassis components. The steering link is in particular a longitudinal control arm or a commercial vehicle longitudinal control arm, thus the longitudinal control arm can form a component of a chassis axle system. The steering link end can comprise the part of a steering link that primarily supports a spring, in particular an air spring. In other words, the steering link end can be configured to transmit forces between a section of the steering link, in particular a longitudinal control arm, and an air spring.This allows the properties of the steering end, namely strength, elasticity, and / or fatigue strength, to be specifically optimized for typical loads within a chassis. The steering end can be part of an axle assembly. An axle assembly can, for example, comprise a mounting bracket, an additional steering link on the mounting bracket, an axle tube section, an air spring, and a steering end on each side. The axle assembly can be designed for the commercial vehicle and / or mounted on the commercial vehicle. A commercial vehicle is, in particular, a commercial vehicle trailer. A commercial vehicle can have a mass of more than 3.6 metric tons, more than 12 metric tons, or more than 18 metric tons. Furthermore, a tractor unit can also be considered a commercial vehicle. The steering end can be manufactured as a single piece. This means that the steering end can be made predominantly from one material (cast or forged and additionally machined).This enables efficient manufacturing. The handlebar end, particularly a one-piece design, can have two sections: a connection area and a functional area. Each of these sections can form a part of the handlebar end. This allows each section to be optimized for absorbing and / or transmitting different forces. The connection area can be designed to be connected to an axle tube and / or a handlebar component. This allows forces to be transferred between the axle tube and / or the handlebar component to the connection area. Conversely, the functional area can be designed to be connected to a spring, particularly an air spring. This allows forces to be transferred between the chassis, particularly the ladder frame, of the commercial vehicle and the functional area.In general terms, the handlebar end can be a force transmission means between the chassis, in particular a ladder frame, and the axle tube and / or the handlebar section. The connection area can be one end of the handlebar end, in particular defining one end of the handlebar end. The functional area can be another end of the handlebar end, in particular defining another end of the handlebar end. In other words, the functional area and the connection area are located opposite each other. The connection area can be designed to be bonded to an axle tube. In other words, an adhesive bond can be formed at the connection area. Compared to a welded, riveted, or screwed connection, the adhesive bond has at least the advantages that, firstly, the material properties are not altered due to the lack of heat input, and secondly, the geometric freedom in the design of the connection area is increased.Adhesive bonding is, in particular, a material-bonded connection. This means that components, objects, or bodies can be held together by atomic and / or molecular forces. Furthermore, an adhesive bond, especially a material-bonded connection, is understood to be a permanent bond that can only be separated by destruction. As is already known, the necessary drilling for screw connections often necessitates complex designs of the connection area and unfavorable material accumulations to achieve the required strength or to accommodate the necessary manufacturing tools. It has been shown that these geometric limitations can be significantly simplified by adhesive bonding. In addition, adhesive bonding enables a considerable weight saving compared to the conservative joining methods mentioned above.As is well known, adhesive bonds are particularly tolerant of normally stressed bonding surfaces. Therefore, the connection area can include an end face, which is designed as an adhesive and / or contact surface. Thus, the end face can have and / or form an adhesive bond. This allows for a material-bonded connection between the axle tube and the connection area. In other words, the handlebar end can be designed to be joined to the axle tube. This can offer the advantage that the handlebar end is indirectly connected to the handlebar section (front handlebar section) via the axle tube. This allows for a particularly advantageous and modular assembly of the entire handlebar (trailing arm) with the axle tube. Furthermore, the end face can have a special surface finish, enabling particularly strong adhesion with an adhesive material that can be applied to it.For example, the end face can have an ideal roughness. This means that the roughness of the end face is designed to enhance the embedding of the adhesive. This allows for the formation of a particularly strong adhesive bond. The end face can have a predominantly planar surface. More than 50%, preferably more than 70%, and especially preferably more than 80% of the end face can be described as predominantly planar, and these areas are particularly free of curvature. This allows the end face to absorb forces acting perpendicular to the end face particularly well and transfer them into the connection area of ​​the handlebar end. With more than 70%, the end face can advantageously be designed to abut a partially curved axle tube. A planar surface area exceeding 80% offers the particular advantage of enabling a particularly simple manufacturing process for the end face of the handlebar end.Furthermore, it is also conceivable that the end face has a curved, particularly radially curved, surface. This allows for advantageous centering of the end face on a corresponding counterpart, for example, the axle tube or the handlebar component, especially during bonding. In addition, at least force components transverse to normal forces can be introduced into the connection area via the, in particular curved, end face. Forces normal to the end face can also be directed towards a center point of the curved end face. It is known from technical teaching that an adhesive bond is primarily resistant to normal forces and comparatively less resistant to shear forces. Therefore, the handlebar end can also have a support surface designed to absorb forces acting transversely to the forces interacting normally with the end face.In other words, the support surface is specifically designed to absorb shear forces acting on the end face, and in particular to transfer them into the connection area of ​​the handlebar end. This ensures that essentially only normal forces interact via the end face. "Essentially" means that a large proportion of the forces, in particular more than 75% of the forces acting on the end face, are transferred via this face as normal forces into the connection area. The support surface is oriented such that a normal to the support surface can be perpendicular to a normal to the end face. In other words, both normals can form a common angle with each other. In particular, this angle is between 70° and 110°. This allows a smaller proportion of the shear force and a larger proportion of the normal force to be transferred via the end face into the support area. More preferably, the angle is between 80° and 100°.This results in only a small portion of the force being transmitted via the end face as shear force, thus reducing the requirements for the adhesive bond between the end face and the axle tube and / or handlebar section. The angle is particularly preferably 90°, and especially the normals of the end face and the support surface are orthogonal to each other. This allows only normal forces to be introduced via the end face and only shear forces acting on the end face to be absorbed via the support surface. Furthermore, the handlebar end can be made of a different material than the axle tube and / or the handlebar end. This allows for the combination of different material-specific properties. Additionally, the adhesive between the connection area of ​​the handlebar end, particularly the end face, and the axle tube and / or the handlebar section can be an insulating agent.In other words, the adhesive bond can prevent galvanic corrosion. The adhesive bond can therefore be corrosion-inhibiting. This simplifies maintenance and increases the durability of the entire axle assembly. The control arm or trailing arm, for example, can be made of spring steel, and the axle tube of steel or composite material. The control arm end, on the other hand, can be made of metals such as aluminum or plastic composite material.

[0009] Preferably, the handlebar end can be made of a metallic material, in particular steel or light metal, or a composite material or a plastic. More precisely, the handlebar end can comprise an iron-carbon structure, i.e., steel, to achieve increased strength and / or spring action. Aluminum allows for a particularly lightweight handlebar end. Handlebar ends made of suitable plastic composites, especially those with additional fiber reinforcement, have the advantage of creating favorable stress distributions within the handlebar end. The handlebar end can be predominantly made of at least one of the aforementioned materials. This means that the handlebar end can additionally or alternatively comprise one of the other mentioned materials or other materials.This allows different advantages to be combined to meet desired requirements, especially under dynamic loads.

[0010] Preferably, the connection area can have a substantially constant thickness. In other words, the cross-section of the handlebar end within the connection area can be constant. This can offer the advantage of particularly optimized force transmission into the handlebar end. The cross-section can be represented, in particular, in a section plane spanned by the normal to the end face and the normal to the support surface. Substantially constant thickness can mean that there are areas of the support area that have a variable, and in particular a greater, thickness than the majority of the support area.

[0011] Preferably, the bonding area can have a protrusion at its distal end. The protrusion can be a material accumulation. This makes the bonding area particularly tolerant of applied forces, especially torsion. The protrusion can be a projection. In other words, the protrusion can define an area in which the thickness of the bonding area varies, and is particularly greater than the rest of the area, especially the majority of the bonding area. By arranging the protrusion at the end of the bonding area, increased force transmission into the bonding area can be facilitated. Furthermore, the protrusion can be a flat surface within a curved or serpentine section of the bonding area. In other words, the protrusion is particularly a flat surface of the bonding area. This creates a particularly advantageous surface for an adhesive bond.

[0012] Preferably, the end face can form part of the raised section. In other words, the end face can be a surface of the raised section. Thus, the end face can be a surface located in a region of the connection area that is designed for advantageous force transmission into the handlebar end.

[0013] Preferably, the end face can be designed to absorb a distributed load. In other words, the force that can be transmitted to the handlebar end via the end face can be introduced as a distributed load precisely through the design of the end face. This means that point loads, which can occur, for example, with bolted or riveted connections, are avoided by the design of the end face. Consequently, force and stress peaks in the area of ​​the end face and / or the raised section can be reduced and / or avoided.

[0014] Preferably, the end face can be a smooth surface, in particular a roughened or ground surface. The smooth end face can be defined as a flat surface with a suitable roughness to ensure increased adhesion to an adhesive layer that can be applied to it. The roughened and / or ground surface(s) have, in particular, reduced irregularities. In other words, the end face can be designed as a surface that is at least partially flat, in particular free of waves. This allows for a positive-locking engagement of the end face or sections of the end face with the axle tube and / or the linkage component. The ground surface can be a specially machined end face. It is also conceivable that sections of the end face are ground to form a positive-locking connection, in particular without adhesives.

[0015] Preferably, the end face can be free of screw holes. In other words, the end face can be a closed surface without any holes, particularly through holes, designed to allow a clamping or fastening element to pass through them, for example, to fix or clamp the handlebar end to the axle tube and / or the handlebar section. This increases the surface area of ​​the end face and allows for a particularly uniform surface force to be transmitted across it.

[0016] Preferably, the end face can have a normal. This normal can correspond to the normal of the end face introduced above. The normal can be perpendicular to the end face and indicate its orientation. If the end face is curved, the normal can also correspond to the radius of curvature, which points to the center of the curvature geometry.

[0017] Preferably, the end face can have an end-face engagement element, wherein the end-face engagement element extends substantially parallel to the normal of the end face. In other words, the end-face engagement element extends substantially in the same direction as the end face. Furthermore, it is conceivable that the end-face engagement element has a surface parallel to the end face, at least partially. This can offer the advantage that the end face engages with another feature, in particular a section of the axle tube and / or handlebar part, by displacing the handlebar end in a direction along the normal of the end face. Furthermore, this avoids undercuts, thereby providing a manufacturable design and / or a positive fit.

[0018] Preferably, the end-face engagement element can be designed as a projection and / or a recess. This allows the end-face engagement element to protrude from the end face of the handlebar end. In this way, a positive feature, particularly for a positive engagement, can be provided. The end-face engagement element can therefore be or comprise a positive feature. Furthermore, the end-face engagement element can project into the end face. This allows a negative feature, particularly for a positive engagement, to be provided. The end-face engagement element can therefore be or comprise a negative feature. The positive feature can project beyond an edge surface of a positively engaging body, particularly the handlebar end, and thus extend the volume of the body beyond its edge surface.The negative-shaped feature can project into an edge surface of a body, particularly the handlebar end, thereby reducing the body's volume. Furthermore, it is conceivable that the end-face engagement element has multiple projections and / or recesses. This can increase the engagement area between the handlebar end and, for example, an axle tube and / or a handlebar component. Consequently, a particularly strong connection can be achieved. It is also conceivable that several projections and / or recesses are arranged adjacent to one another, especially symmetrically about a median plane defined by the normal to the end face and the normal to the support surface. This can offer the advantage that a pairing of end face with a corresponding mating surface of the axle tube and / or handlebar component is supported against torsion. The end-face engagement element can also be designed as a locking device.In other words, the end-face engagement tool can define the orientation of two components to be joined, particularly those requiring a positive fit, such as a handlebar end with an axle tube and / or a handlebar section. This can simplify the assembly process.

[0019] Preferably, the ratio between the width of the end-face engagement means and the width of the connection area can be less than 1, more preferably less than 0.9, more preferably less than 0.8, and particularly preferably less than 0.6. The end face of the handlebar end can extend substantially along a length and width. In other words, the end face can be a substantially rectangular surface. It is also conceivable that the end face additionally has irregular surface sections. This allows for optimized force transmission. The width can be oriented transversely, and in particular perpendicularly, to the normals of the end face and the support surface, and can lie on the end face. The width of the end-face engagement means can be oriented parallel to, and in particular equal to, the width of the end face.A ratio of less than 1 means that, in addition to the end-face engagement element, particularly in the lateral direction (of the end-face engagement element or end face), there is an edge region, especially on both sides and / or uniformly. This allows transverse forces or shear forces in a lateral direction to be supported in addition to the normal forces. With a ratio of less than 0.9, edge regions can be advantageously covered. With a ratio of less than 0.8, vibrations in the lateral direction can be advantageously supported. A ratio of less than 0.6 can advantageously support an increased load in the lateral direction.

[0020] Preferably, the end-face engagement element can extend in a direction transverse, particularly orthogonal, to the normal of the end face. In other words, the end-face engagement element can extend along the length of the end face. It is also conceivable that the extension of the end-face engagement element in the direction of the normal of the end face varies along the length of the end face. In other words, the projections and / or recesses along the length of the end face can be of different sizes. This can, for example, provide particularly advantageous centering when joining the handlebar end to the axle tube and / or handlebar section. A linear, curved, or discontinuous profile of the end-face engagement element, particularly along the length of the end face, is conceivable. This can provide an improved geometric fit to the axle tube and / or handlebar section.

[0021] Preferably, the end-face engagement element can consist of two projections or recesses which are offset from each other in width, and in particular are oriented symmetrically to the width of the connection area. Consequently, a particularly strong connection can be achieved. Furthermore, this can also increase the absorption of shear forces on the end face and / or achieve a particularly advantageous centering of the connection area.

[0022] Preferably, a normal to the support surface can be oriented perpendicular to the normal to the end face. The normal to the support surface can correspond to the normal to the support surface described above. In other words, the normals to the support surface and the end face are not parallel. In particular, the normal to the support surface and the normal to the end face are orthogonal to each other. This has the effect that the support surface can fully support transverse forces acting on the end face, especially shear forces. It is also conceivable that there is an angle of 60° to 120° between the normals to the support surface and the end face. This allows additional normal forces on the end face to be partially supported via the support surface and transferred to the linkage end.

[0023] Preferably, the end face and the support surface can be adjacent to and / or in contact with each other. In other words, the end face and the support surface can be directly adjacent to each other. A transition between the end face and the support surface is particularly well-designed as a rounded section. This has the advantage of reducing stress concentrations. It is also conceivable that the end face and the support surface form a single surface, in particular defining the same surface, with one section being defined as the end face and another section as the support surface.

[0024] Preferably, the adhesion of the end face and / or the support surface can be greatest. In other words, the end face and / or the support surface can have a special surface finish. This special surface finish could be achieved through surface treatment that produces an optimal roughness to achieve increased adhesion between at least one of the surfaces and the adhesive. This can particularly increase the fatigue strength under loads in a vehicle axle system that includes a steering end according to this invention. In other words, the surface energy of the end face and / or the surface energy of the support surface can be greater than the surface energy of the rest of the bonding agent. Surface energy can be a measure of how well an adhesive or bonding agent adheres to a surface.

[0025] Preferably, the end face can have a notch, in particular a blind hole, which is designed to be complementary to a protruding feature, in particular a dowel pin. In other words, a negative engagement structure can be provided on the end face. The dowel pin can be a cylindrical body, which can be designed to engage positively with the engagement structure. When the dowel pin is inserted, the surface area of ​​the end face can be increased by a protruding outer surface of the dowel pin. This can increase the connection of the handlebar end to the axle tube, in particular the adhesion by means of the adhesive. Furthermore, the dowel pin can be inserted into a second complementary engagement structure, in particular a second notch, in particular a second blind hole, of the axle tube.This allows the alignment between the handlebar end and the axle tube to be defined and / or facilitated during assembly and / or joining.

[0026] Preferably, the protruding feature can be at least partially recessed in the blind hole or formed integrally with the connection area. Partial recession of the feature, particularly a dowel pin, means that another part of the feature protrudes beyond the end face of the handlebar end and can serve as a locking element. Furthermore, an integral design can reduce assembly effort, as it eliminates a step involving the insertion of the feature.

[0027] Preferably, the support surface can be integrated into a section of the end face. In other words, the support surface can be located at an edge or edge region of the end face. The edge or edge region can thus be characterized by a step or a curvature, particularly of 90°. It is also conceivable that the step or curvature is defined by 60° to 120°. This allows forces directed both perpendicular to and transversely to the end face to be introduced into the link end via the edge or edge region. Furthermore, the edge region and / or the support surface can be provided with an adhesive. Additionally, the support surface and / or the edge region can be designed to be bonded to an axle tube. This increases the strength and load-bearing capacity of the bond.

[0028] Preferably, the connection area can additionally include a head surface, wherein a normal to the head surface can be oriented transversely to the normal to the front surface. In particular, the normal to the head surface is orthogonal to the normal to the front surface. This allows the head surface to be a surface oriented parallel to the support surface. In particular, the head surface can be configured to support transverse forces on the front surface. Furthermore, the head surface can be configured to contact the handlebar component.

[0029] Preferably, the head surface can have a head surface engagement element, wherein the head surface engagement element is formed substantially orthogonal to the normal of the end face. The head surface engagement element can include various features and configurations, and is arranged on the head surface. In other words, the head surface engagement element can be an end face engagement element arranged on the head surface. The head surface engagement element can be configured to engage with a complementary counter-structure of the handlebar part. The head surface engagement element can be configured as a projection and / or recess. This allows for a positive-locking engagement of the head surface engagement element, particularly with the handlebar part. Furthermore, the head surface engagement element can also be configured as a tongue and groove.The groove and / or tongue can be designed to allow a translational degree of freedom of movement of the handlebar end relative to the handlebar section, particularly in a direction parallel to the normal of the end face. This allows the handlebar end and the handlebar section to slide within each other and / or be guided axially. Furthermore, the handlebar section can also serve as a retention device if, for example, the adhesive bond between the handlebar end and the axle tube fails.

[0030] Preferably, the end face can be positioned between the support surface and the head surface. In other words, the support surface and the head surface can be separated from each other by the end face. This can offer the advantage that each surface of the connection area can be specifically designed to meet different requirements and / or enables particularly economical manufacturing.

[0031] Preferably, the functional area can be designed to accommodate an air spring, particularly within mounting structures. In other words, an air spring can be attached to the handlebar end within the functional area, particularly by bolting. The mounting structures can include at least one hole through which bolts for securing the air spring can be inserted. Furthermore, the mounting area can also include protruding structural elements into which the air spring is inserted and / or fastened. This transfers a force, particularly a support force and / or dynamic load, from the chassis or ladder frame into the handlebar end via the functional area.

[0032] Preferably, the functional area can extend substantially along a longitudinal direction. In other words, the functional area can point directly away from the end face of the connection area. More precisely, the longitudinal direction can be approximately parallel to the normal of the end face or form an angle of less than 45 degrees to the normal of the end face. This allows the functional area to act as a lever arm for transmitting force between the air spring and the axle tube. Accordingly, the torque to be transmitted can depend significantly on the design, in particular the longitudinal extent of the functional area.

[0033] Preferably, the functional area can have a decreasing thickness along its longitudinal direction, particularly towards its distal end. This advantageously reduces the weight of the functional area while maintaining sufficient stability of the handlebar end.

[0034] Preferably, the connection area and the functional area can extend essentially transversely to each other, with a region between the connection area and the functional area potentially exhibiting a curvature. In other words, the connection area can provide a vertical connection surface in the operating state, while the functional area can provide a horizontal connection for force application. The curvature between the two areas allows for a particularly optimal force application from the connection area to the functional area and vice versa.

[0035] Preferably, the curvature can extend along a first plane under a first radius of curvature and / or along a second plane under a second radius of curvature, wherein the first plane is perpendicular to the second plane, and wherein the first plane and the second plane are spanned at least by the longitudinal extent. The first plane can additionally include the normal to the end face.

[0036] This allows for a curvature, in particular a transition, between a vertical connection area and a horizontal functional area at the handlebar end during operation. The second level can additionally include a straight line in the direction of the width of the connection area. This allows for a curvature, in particular a transition or bend, orthogonal to the curvature of the first level in the second level.

[0037] According to a further aspect, a vehicle axle system, particularly for a commercial vehicle, is provided, comprising at least one axle tube and a steering end, wherein the steering end has an end face which is complementary to a first surface of the axle tube, and wherein the end face and the first surface are configured to be materially bonded to one another, particularly by means of an adhesive, and / or to be materially bonded, particularly by means of an adhesive. The vehicle axle system particularly comprises at least one bonded steering end that can absorb bearing forces and an axle tube bonded thereto, which can absorb forces, particularly dynamic forces. It is conceivable that the vehicle axle system can provide a force transmission from the axle tube to the chassis or ladder frame of the commercial vehicle.An axle assembly can, for example, comprise a mounting bracket, an additional linkage section on the mounting bracket, an axle tube section, an air spring, and a linkage end on each side. The vehicle axle system can be designed for and / or arranged on a commercial vehicle. A commercial vehicle is, in particular, a commercial vehicle trailer. A commercial vehicle can have a mass of more than 3.6 tons, more than 12 tons, or more than 18 tons. Furthermore, a tractor unit can also be understood as a commercial vehicle. Compared to the prior art, a vehicle axle system with a two-part linkage according to this invention is characterized, in particular, by the fact that the linkage end and the linkage section are bonded indirectly via the axle tube. In other words, this invention presents precisely an integral vehicle axle system.This offers the advantage of increased design freedom, as the axle tube and the handlebar end do not need to be directly screwed, riveted or welded together, as is usual with two-piece handlebars known in the prior art.

[0038] Preferably, the steering end of the vehicle axle system can correspond to the steering end defined above according to the invention. In other words, the vehicle axle system particularly comprises at least one steering end of the type described above. Thus, features and advantages relating to the steering end described above also apply to the vehicle axle system and vice versa.

[0039] Preferably, the handlebar end can have a support surface that contacts a second surface of the axle tube. The axle tube can thus have this second surface, which is designed as an engagement surface and / or contact surface. This allows forces to be transmitted between the axle tube and the handlebar end. The second surface is particularly designed as a surface complementary to the support surface of the handlebar end. In other words, the second surface and the support surface can be positively interlocked with each other. It is also conceivable to bond the support surface and the second surface together, particularly by means of a material bond. Consequently, increased forces can be advantageously transmitted between the two surfaces, and the load-bearing capacity of the vehicle axle system can be increased.

[0040] Preferably, the end face and the first surface of the axle tube can be designed to absorb normal forces along a normal to the end face. In other words, in a joined state, there is at least one contact point between the end face and the second surface, between the handlebar end and the axle tube, which lies on the normal to the end face. This allows for optimal loading of the bonded area between the axle tube and the handlebar end, primarily by normal forces.

[0041] Preferably, the support surface and the second surface of the axle tube can be designed to absorb forces transverse to the normal of the end face. This allows shear forces of the end face to be transmitted via the contact between the support surface and the second surface between the link end and the axle tube. Consequently, the proportion of shear forces transmitted via the bonded area is reduced, and in particular, completely transferred between the second surface and the support area. This allows loads that are unfavorable for the bonded area to be at least partially, and in particular completely, supported by a support, especially a positive-locking one.

[0042] Preferably, the axle tube can have a handlebar support that is designed to be complementary to and / or contact the support surface. Lateral or shear forces between the handlebar and the axle tube can be transferred directly into the axle tube via the handlebar support. The second surface can at least partially form the handlebar support. Furthermore, the handlebar support can serve as a kind of guide element during assembly when joining the handlebar end and the axle tube. This simplifies the assembly process.

[0043] Preferably, the end face can have an end-face engagement element and the axle tube a complementary axle tube engagement element. The end-face engagement element can correspond to the end-face engagement element described above. A positive fit can exist between the end-face engagement element and the axle tube engagement element. In other words, the end-face engagement element and the axle tube engagement element can interlock. This increases the area to be bonded between the axle tube and the handlebar end, thereby strengthening the adhesive bond between these components.

[0044] Preferably, the end-face engagement element and the axle tube engagement element can be designed as complementary projections and / or recesses. These projections and recesses create lateral surfaces on the respective end-face engagement elements and / or axle tube engagement elements, which, in a composite state, particularly when bonded, can additionally absorb shear forces from the end face. This allows the shear load on the end face to be reduced, in particular completely. In other words, the end-face engagement element and the axle tube engagement element can be designed to transmit forces along a width of the end face between the axle tube and the linkage end. The direction of this width of the end face can correspond to the width described above.

[0045] Preferably, the support surface can also be bonded to the second surface of the axle tube. This can offer the advantage that the connection between the axle tube and the handlebar end is bonded over an additional surface area. This can increase the load-bearing capacity of the bonded area.

[0046] Preferably, the handlebar end and the axle tube can be additionally connected to each other via a shaped element, in particular a dowel pin. The dowel pin can be inserted into a complementary hole located on the end face and / or the first surface of the axle tube. The dowel pin can be designed to be at least partially received in at least one of the two holes. The dowel pin can be provided with the adhesive. Consequently, the dowel pin can both increase the surface area of ​​the bonding surface and serve as a locking aid to bond the axle tube and the handlebar end together in a positionally accurate manner.

[0047] Preferably, the vehicle axle system can include a steering link, wherein the steering link is screwable and / or bolted to the axle tube by means of a screw connection. The steering link can contact the axle tube and / or the handlebar end. This allows forces to be transmitted between the steering link, the axle tube, and / or the handlebar end. The screw connection can be a bolt, which is particularly curved to follow a contour of the axle tube. This allows the axle tube to be supported by the screw connection. The screw connection can extend past the steering link and project beyond a side opposite a surface that contacts the axle tube. This allows the handlebar end to be pressed or clamped against the axle tube. The steering link can have a retaining bracket receptacle located at an end distal to the contact area with the axle tube and / or handlebar end.The steering link can therefore be designed to be bolted to a mounting bracket of a chassis assembly, in particular a chassis or ladder frame. In other words, forces between the chassis assembly, in particular the chassis or ladder frame, and the axle tube can be transmitted via the steering link. The steering link can have one rotational degree of freedom relative to the mounting bracket. This allows the axle tube to move, for example, compressing or rebounding.

[0048] Preferably, the handlebar section and the axle tube can be bonded additionally or alternatively. This allows the aforementioned advantages of an adhesive bond between the axle tube and the handlebar end to be achieved. In particular, this can save weight and / or result in a simple geometry for both surfaces to be bonded. An additional bonding step to bolting can increase the load-bearing capacity of the connection between the axle tube and the handlebar section.

[0049] Preferably, the handlebar component can have a handlebar component engagement element, and the axle tube can have a complementary second axle tube engagement element. These two engagement elements provide a locking mechanism between the handlebar component and the axle tube, which can simplify the assembly of both components. Furthermore, lateral forces or shear forces between a contact surface of the axle tube and a contact surface of the handlebar component can also be absorbed.

[0050] Preferably, the handlebar component engagement element and the second axle tube engagement element can be designed as complementary projections and / or recesses. This allows for both positive and negative form elements that engage with each other and create a positive fit. This results in a particularly robust positive fit between the handlebar component and the axle tube.

[0051] Preferably, the handlebar section can be designed to contact and / or be in contact with a head surface of the handlebar end. This allows forces to be transmitted between the handlebar section and the head surface, particularly forces oriented along a normal to the head surface. This can offer the advantage that the handlebar end can be supported by the handlebar section, thus allowing forces to be indirectly transmitted between the air spring and the mounting bracket. A further advantage is that, in the event of adhesive bond failure, the handlebar section limits movement of the handlebar end away from the axle tube's support surface. In other words, the contact between the handlebar section and the handlebar end can act as a kind of anti-loss device.

[0052] According to a further aspect of the invention, a method for joining a handlebar end to an axle tube of a vehicle axle system is provided, comprising the steps of cleaning, in particular degreasing, the handlebar end, in particular the end face and, in particular, a first surface, of the axle tube; applying an adhesive to the handlebar end, in particular the end face and / or to the axle tube, in particular the first surface; butting and / or pressing the handlebar end, in particular the end face, against the axle tube, in particular the first surface; and curing the adhesive. In other words, this method describes how the vehicle axle system can be formed. Joining can be understood as connecting the handlebar end to another component, in particular to an axle tube and / or a handlebar part. Cleaning can contribute to increasing the adhesion of the adhesive to the surfaces to be bonded.This can positively influence the adhesive effect. Cleaning removes lubricants and any contaminants, especially from manufacturing. The adhesive can be applied evenly to the end face and / or the first surface. This allows the surfaces to be joined to interact indirectly via the adhesive. This can offer the advantage of preventing galvanic corrosion between the handlebar end and the axle tube, provided the two components are made of different materials. The contact brings the surfaces to be joined together indirectly via the adhesive. This creates a bond between the portion of the adhesive on the end face and the portion on the first surface.Advantageously, the subsequent step of curing the adhesive can take place during parallel drying processes, such as coating the vehicle axle system. This reduces the overall production time.

[0053] Individual embodiments and features can be combined with other embodiments and features to form new embodiments. The advantages and benefits of the embodiments and features also apply analogously to the new embodiments. Furthermore, advantages and benefits mentioned in connection with the handlebar end and / or the vehicle axle system also apply to the method for joining a handlebar end, and vice versa.

[0054] In the following, embodiments of the present invention are described in detail with reference to the accompanying figures. These figures show: Fig. 1 A vehicle axle system in a lateral and central sectional view according to an embodiment of the present invention, Fig. 2 a vehicle axle system according to Fig. 1 additionally with notch and shape element, Fig. 3 a vehicle axle system in a top view according to an embodiment of the present invention, Fig. 4 a section of a vehicle axle system in a lateral and offset sectional view according to an embodiment of the present invention, Fig. 5 a section of a vehicle axle system in a sectional view from above according to an embodiment of the present invention, and Fig. 6 a flowchart of a method according to one aspect of the present invention.

[0055] In the figures, identical features are marked with the same reference symbols.

[0056] Fig. Figure 1 shows a vehicle axle system 50 in a side view in a sectional view, the section lying on a median plane that is arranged along the vehicle axle system 50 during operation and, in particular, passes centrally through a linkage part 40. The vehicle axle system 50 comprises a linkage end 1, which is divided into two areas: a connection area 10 and a functional area 20. The functional area 20 extends along a longitudinal direction L and transitions into the connection area 10. The transition between the two areas 10, 20 is formed by a curvature. As a result, the connection area 10 extends substantially transversely, in particular orthogonally, to the longitudinal direction L. The connection area 10 has a projection 11, which is designed to provide a perpendicular end face 12.The raised section 11 can be considered an accumulation of material to provide a front face 12, which is complementary to a first surface 31 of the axle tube 30. The front face 12 and the first surface 31 can be configured to transmit normal forces between the handlebar end 1 and the axle tube 30. Below the front face 12, in the connection area 10, is a support surface 13, which contacts a handlebar support 34 of the axle tube 30. The support surface 13 and the handlebar support 34 can be configured to transmit shear forces of the front face 12 between the handlebar end 1 and the axle tube 30. In particular, the support surface 13 is complementary to the handlebar support 34. The surface between the handlebar end 1 and the axle tube 30 can be a contact surface. Furthermore, the handlebar end 1 and the axle tube 30 are bonded together in this area. Therefore, this area is also referred to as the bonding surface 51.The adhesive surface 51 can be a layer of adhesive. The adhesive surface 51 can be located on the end face 12 and / or the support surface 13 of the handlebar end 1 and / or on the first surface 31 and / or on a surface of the handlebar support 34. This allows the largest possible area to be covered with the adhesive, enabling forces to be transmitted both in a direction normal to the end face 12 and transversely to the end face 12 between the axle tube 30 and the handlebar end 1. The handlebar part 40 is arranged above the axle tube 30 and the handlebar end 1. The handlebar part 40 contacts the axle tube 30 at a second surface 32 and is screwed to the axle tube 30 by means of screws 35, in particular, firmly connected. It is conceivable that the second surface 32 of the axle tube 30 is additionally bonded to the handlebar part 40. This could create an adhesive surface, especially a second one.The fastening element 35 can be designed as a band or steel hook, which rests below the axle tube 30 and can be screwed above the handlebar section 40. Because the handlebar section 40 projects beyond the axle tube 30 and contacts a head surface 14 of the handlebar end 1, forces, in particular forces directed transversely to the normal on the end face 12, can be transmitted between the handlebar end 1 and the handlebar section 40. It is also conceivable that the handlebar section 40 serves as a retaining device, for example, to hold the handlebar end 1 if the cohesion of the adhesive fails and / or the adhesive detaches from the bonding surface. The axle tube 30 further comprises a second axle tube engagement element 36, which is designed to be complementary to a handlebar section engagement element 41. This allows axle tube 30 and handlebar part 40 to be screwed together in a defined position.

[0057] Fig. Figure 2 shows the vehicle axle system 50, which is characterized by Fig. The component is described in section 1 and is extended by a further component 17 between the handlebar end 1 and the axle tube 30. The end face 12 of the handlebar end 1 has a groove 16 designed to at least partially receive the component 17. The component 17 can be designed as a dowel pin and / or have a substantially cylindrical shape. A further complementary groove 16 is located on the first surface 31 of the axle tube 30 to at least partially receive the component 17. This allows the component 17 to serve as a connecting element between the axle tube 30 and the handlebar end 1. This can simplify the locking of the axle tube 30 to the handlebar end 1, or vice versa, in a single manufacturing step. Furthermore, the component 17 can have the adhesive on its outer surface. This allows the bonding surface 51 to be increased.

[0058] Fig. Figure 3 shows the vehicle axle system 50 according to the Fig. 1 or Fig. 2 in a top view. It starts from Fig. Figure 3 shows that the handlebar end 1 has a plurality of fastening structures 21 in its functional area 20. The fastening structures 21 are designed as holes, in particular bores. A spring, in particular an air spring, can be screwed to the handlebar end 1 via the fastening structures. This allows the handlebar end 1 to be connected to a chassis or ladder frame of a commercial vehicle and forces to be transmitted between the vehicle axle system 50 and the chassis or ladder frame of the commercial vehicle. Furthermore, the fastening elements 35 are shown, which project beyond the handlebar part 40 and are screwed in above the handlebar part 40. An insert element, also referred to as an axle flap, can be arranged between the handlebar part 40 and the fastening elements of the fastening elements 35 shown. This allows the tensile forces between the fastening elements 35 to be balanced.Furthermore, the insert element can provide a force application surface to clamp the axle tube 30 to the handlebar part 40 over a flat area, in particular to screw it together.

[0059] Fig. Figure 4 shows a section of a vehicle axle system 50 in a sectional view in a plane parallel to the median plane. Fig. 1 is offset. In this figure, a front surface engagement means 15 is particularly evident, which is arranged on the front surface 12 of the handlebar end 1. The front surface engagement means 15 is in Fig. Figure 4 depicts a recess that projects into the end face 12 along a normal to the face. The end face engagement element 15 thus forms an engagement structure. Complementarily, the axle tube 30 has an axle tube engagement element 33 that contacts, and in particular engages, the end face engagement element 15. This increases the adhesive surface area between the axle tube 30 and the handlebar end 1. Furthermore, the engagement elements 15 and 33 can provide a locking mechanism when connecting the axle tube 30 and the handlebar end 1. Additionally, the engagement elements 15 and 33 can have laterally limited walls, which can be designed to absorb forces acting transversely to normal forces on the end face 12.

[0060] Fig. Figure 5 shows a section of a vehicle axle system 50 in a different sectional view from above. In this sectional view, it can be seen that the end-face engagement element 15 has a smaller width than the link end 1 in the connection area 10. In other words, the end-face engagement element 15 projects only partially in a direction normal to the end face 12. The axle tube engagement element 33 is also designed in this sectional view to be complementary, in particular positively interlocking, to the end-face engagement element 15, such that the axle tube engagement element 33 at least partially limits the end-face engagement element 15 laterally.

[0061] Fig.Figure 6 shows a flowchart according to a method for joining a handlebar end 1 to an axle tube 30 of a vehicle axle system 50. In a first step, the surfaces to be joined, of the handlebar end 1 and the axle tube 30, are cleaned. Optimal adhesion of the adhesive to the end face 12 and / or the first surface 31 can be achieved if these surfaces are degreased. Ordinary cleaning agents, especially alcohol-based ones, can be used for this purpose. In a next step, the adhesive is applied to at least one of the previously cleaned surfaces. This can be an elastic adhesive that partially forms chemical bonds during subsequent curing. This can offer the advantage that the bonded surface is tolerant of peak loads, especially in dynamic load cases.Furthermore, it is also conceivable that a thermosetting adhesive is used, which forms particularly strong chemical bonds. This allows for a particularly strong adhesive bond. Subsequently, the handlebar end 1 and the axle tube 30 are joined by butting the two parts together and / or pressing them together. This provides a particularly precisely aligned and strong adhesive bond between the end face 12 and the first surface 31. In a final step, the adhesive is cured. The curing time depends on the type of adhesive. Reference symbol list: 1 handlebar end 10 Connection area 11 Survey 12 Front surface 13 Support surface 14 Head area 15 Frontal surface intervention agents 16 notches 17 Form element 20 Functional area 21 fastening structures 30 axle tube 31 first area 32 second area 33 Axle tube intervention devices 34 Handlebar support 35 Screws 36 second axle tube intervention device 40 Handlebar part 41 Handlebar component intervention tools 50 vehicle axle system 51 adhesive surface L Longitudinal direction

Claims

Steering end (1), in particular for an axle assembly of a commercial vehicle, comprising a connection area (10) and a functional area (20), wherein the connection area (10) and the functional area (20) each form distal ends of the steering end (1), wherein the connection area (10) has at least a support surface (13) and an end face (12), wherein the end face (12) is designed at least in sections to absorb forces acting normally on the end face (12), wherein the support surface (13) is designed to absorb forces acting transversely to the forces acting normally on the end face (12), and wherein at least the end face (12) is designed to be bonded to an axle tube (30) and / or a steering link (40). Handlebar end (1) according to claim 1, wherein the end face (12) has a normal. Handlebar end (1) of claim 2, wherein the end face (12) has an end face engagement means (15), wherein the end face engagement means (15) extends substantially parallel to the normal of the end face (12). Handlebar end (1) according to claim 3, wherein the ratio between the width of the end face engagement means (15) and the width of the connection area (10) is less than 1, preferably less than 0.9, more preferably less than 0.8 and particularly preferably less than 0.

6. handlebar end (1) of one of the preceding claims, in particular claim 2, wherein a normal of the support surface (13) is oriented transversely to the normal of the end face (12). Handlebar end (1) according to one of the preceding claims, wherein the end face (12) has a notch (16), in particular a blind hole, which is designed to be complementary to a protruding form element (17), in particular a dowel pin. Handlebar end (1) according to one of the preceding claims, wherein the connection area (10) and the functional area (20) extend substantially transversely to each other, wherein an area between the connection area (10) and the functional area (20) has a curvature. Vehicle axle system (50), in particular for a commercial vehicle, comprising at least one axle tube (30) and a steering end (1), wherein the steering end (1) has an end face (12) which is designed to be complementary to a first surface (31) of the axle tube (30), and wherein the end face (12) and the first surface (31) are designed to be connected to each other, in particular by an adhesive agent, in particular by bonding and / or being connected. Vehicle axle system (50) according to claim 8 further comprising a steering link (40), wherein the steering link (40) can be screwed and / or bolted to the axle tube (30) by means of a screwing means (35). Vehicle axle system (50) according to claim 9, wherein the steering part (40) has a steering part engagement means (41) and the axle tube (30) has a second axle tube engagement means (36) complementary thereto. Method for joining a handlebar end (1) according to one of claims 1 to 7 to an axle tube (30) of a vehicle axle system (50) according to one of claims 8 to 10, comprising, cleaning, in particular degreasing, the handlebar end (1), in particular the end face (12) and, in particular, a first surface (31), of the axle tube (30), applying an adhesive to the handlebar end (1), in particular the end face (12) and / or to the axle tube (30), in particular the first surface (31), butting together and / or pressing the handlebar end (1), in particular the end face (12), with the axle tube (30), in particular the first surface (31), and curing the adhesive.

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