Axle subassembly including electric drive / generator unit and control method

Abstract

The invention relates to a wheel axle subassembly of a trailer of a vehicle, the wheel axle subassembly comprising: a rotatably supported shaft (8); an electric drive / generator unit (15) selectively used to drive the shaft (8) or to generate electricity from the rotational movement of the shaft (8); and a wheel bearing (1) comprising an outer ring (2). The outer ring (2) comprises a set of first attachment holes (28) arranged along a first circumference. In addition, the outer ring (2) comprises a set of second attachment holes (29) arranged along a second circumference. The first circumference has a larger radius than the second circumference. The second attachment holes (29) are used to form a mechanical connection between the outer ring (2) and the shaft (8).

Description

Technical Field

[0001] The invention relates to a wheel axle subassembly comprising an electric drive / generator unit. In addition, the invention relates to a method for controlling an electric drive / generator unit of a wheel axle subassembly. Background Art

[0002] In vehicles with internal combustion engines, increasingly stringent requirements are being imposed on CO2 emissions. This also applies to a certain extent to commercial vehicles and therefore also to a certain extent to tractor-trailers comprising a tractor and a trailer. Due to various technical improvements, in particular in the internal combustion engine, CO2 emissions from vehicles have been significantly reduced. At the same time, the economically available optimization potential in the internal combustion engine has been largely exhausted, so that any further improvement requires a relatively large technical effort. Summary of the invention

[0003] It is therefore an object of the present invention to achieve a reduction in CO2 emissions of a tractor-trailer comprising a tractor and a trailer with reasonable effort.

[0004] The term “trailer” is to be interpreted very broadly here and in particular also includes trailers of articulated lorries.

[0005] This object is achieved by a combination of features of independent technical solutions.

[0006] According to the present invention, a wheel axle subassembly of a trailer of a vehicle comprises: a rotatably supported shaft; an electric drive / generator unit selectively used to drive the shaft or to generate electricity from the rotational movement of the shaft; and a wheel bearing, comprising an outer ring. The outer ring comprises a set of first attachment holes arranged along a first circumference and a set of second attachment holes arranged along a second circumference. The first circumference has a larger radius than the second circumference. The second attachment holes are used to form a mechanical connection between the outer ring and the shaft.

[0007] The invention has the advantage that CO2 emissions are reduced with a reasonable level of effort. The electric drive / generator unit is able to convert excess mechanical energy (e.g. in overrun operation of the trailer) into electrical energy, which is then converted into mechanical energy and used to drive the trailer. It is particularly advantageous here that the wheel axle subassembly of the invention can replace conventional wheel axle subassemblies without expensive changes to the construction of the trailer. This is made possible in particular by designing an outer ring with two sets of attachment holes, by which the outer ring can be used as a connection ( / interface) for connecting the wheel to the axle.

[0008] Accordingly, the first attachment hole can be used to form a mechanical connection with a wheel adapter or a rim. The outer ring can include two raceways arranged adjacent to each other in the axial direction. In addition, the outer ring can be realized as a one-part. Therefore, compared with a multi-part design, a significant weight reduction can be achieved. In particular, the outer ring can be forged. This can achieve high strength and high hardness, but there is still enough clearance in the design.

[0009] The number of the first attachment holes may be greater than the number of the second attachment holes. In addition, the diameter of the first attachment hole may be correspondingly greater than the diameter of the second attachment hole. In addition, the first attachment hole and the second attachment hole may be offset relative to each other in the circumferential direction. Since the force transmitted through the second attachment hole is less than the force transmitted through the first attachment hole due to the different design of the number and / or size, the manufacturing workload ( / effort) can be reduced and the size of the outer ring can be kept more compact. This makes it possible to design the outer ring to be compatible with a conventional outer ring comprising only one set of attachment holes and has the further advantage of weight reduction.

[0010] The invention also relates to a wheel axle subassembly of a trailer of a vehicle, the wheel axle subassembly comprising: a wheel bearing, including an outer ring; a shaft; a coupling; a constant velocity joint or an articulated shaft; a transmission; an electric drive / generator unit, selectively for driving the shaft or for generating electricity from the rotational movement of the shaft; and a control device for controlling the electric drive / generator unit. The shaft is mechanically connected to the outer ring and can be driven by the electric drive / generator unit via the coupling, the constant velocity joint or the articulated shaft and the transmission.

[0011] Preferably, the coupling, the constant velocity joint or the articulated shaft, the transmission and the electric drive / generator unit are arranged axially adjacent to each other in this order. The coupling can be an actuable clutch, with which an operative connection between two components (e.g. a shaft and a constant velocity joint) can be selectively established and eliminated. In particular, in the case of an actuable clutch, it can transmit torque by means of a friction connection. In particular, in addition, the establishment of the operative connection can also be achieved via a gear, which meshes the motor shaft with a counter-gear in the axial direction via a switching command and correspondingly disengages from the meshing with the counter-gear in the case of a disconnection.

[0012] With the exception of the wheel bearings, all components of the axle subassembly according to the invention can be arranged inside the axle tube. This results in a very compact design. However, it is also possible to arrange some components (such as, for example, the shaft and the coupling) inside the axle tube and other components (such as, for example, the transmission, the electric drive / generator unit and the control device) outside the axle tube. This results in greater freedom with respect to the size of the components.

[0013] The wheel axle subassembly according to the invention may also comprise a battery for storing the electricity generated by the electric drive / generator unit. This helps to make the wheel axle subassembly according to the invention self-sufficient as a functional unit. Furthermore, this facilitates the autonomous design of the trailer relative to the tractor, so that a trailer equipped with the wheel axle subassembly according to the invention can also be pulled by a conventional tractor, to which the wheel axle subassembly according to the invention is not applicable, while the functionality of the wheel axle subassembly according to the invention is nevertheless still available.

[0014] The axle subassembly of the present invention may include two wheel bearings (each wheel bearing includes an outer ring), two shafts, two couplings, two constant velocity joints or articulated shafts, and two transmissions. In addition, the axle subassembly of the present invention may include two electric drive / generator units. Finally, the axle subassembly of the present invention may include two batteries.

[0015] Furthermore, the invention relates to a trailer for a vehicle, wherein the trailer comprises the wheel axle subassembly according to the invention.

[0016] The present invention also relates to a method for controlling an electric drive / generator unit of an axle subassembly of a trailer of a vehicle, wherein the electric drive / generator unit can be selectively operated in motor operation or in generator operation, in which the electric drive / generator unit converts electrical energy into mechanical energy for driving the trailer, and in generator operation, the electric drive / generator unit converts mechanical energy into electrical energy, in the area of ​​a coupling device for coupling the trailer to the vehicle, at least one measured value is determined, and based on the measured value, it is determined whether the electric drive / generator unit is driven in motor operation or in generator operation.

[0017] The method of the invention has the advantage that the trailer can automatically recover energy from the tractor and use it to drive the trailer. Here, the control of this process can also be automatically achieved by the tractor. Thus, in this way, the CO2 emissions of any tractor can be reduced by the trailer during trailer operation.

[0018] The coupling device can be a king pin, in particular when the trailer is embodied as an articulated trailer. When the forces acting on the coupling device of the trailer are opposite to the direction of travel of the trailer, a switch to generator operation can be made. This indicates overrun operation, in which excess mechanical energy is available.

[0019] It can be provided that the system switches to generator operation only when at least one further condition is met. In particular, the further condition can be related to the driving safety of the trailer vehicle or can be designed such that switching to generator operation is only performed when a large amount of energy recovery is expected. This has the advantage that the method according to the invention does not impair driving safety and allows for particularly economical operation.

[0020] For example, the further condition may be that the amount of force acting on the coupling device of the trailer exceeds a predetermined minimum value. With this condition, the aim is to prevent switching to generator operation during slight overrun operation which cannot be used for energy recovery.

[0021] In addition, the further condition may be that the wheel speed of the trailer exceeds a predetermined minimum value. With this condition, the aim is to prevent switching to generator operation when the trailer has almost come to a standstill and therefore only a small degree of energy recovery is possible. For example, the predetermined minimum value may be selected such that it corresponds to a trailer speed of 10 km / h.

[0022] The other condition may also be that the absolute value of the difference between the detected rotation angle of the coupling device and the rotation angle of the forward linear motion in the forward direction does not exceed a predetermined maximum value. This condition is used to prevent driving safety from being compromised by enabling ( / actuating) the generator operation when turning. For example, the predetermined maximum value may be 10°.

[0023] The other condition may also be that the wheel contact force or a value related thereto satisfies a predetermined condition, which is also used for driving safety.

[0024] In order to switch to generator operation, the coupling can be controlled so that the rotational movement of the wheels of the trailer is transmitted to the electric drive / generator unit. The electrical energy generated in generator operation can be fed into the battery.

[0025] In the method of the present invention, when the force acting on the coupling device of the trailer is along the travel direction of the trailer, switching to motor operation can occur. In this case, it is assumed that the trailer is in traction operation, so it is helpful for driving the trailer.

[0026] Provision may be made to switch to motor operation only when at least one further condition is met. In particular, the further condition may be related to the driving safety of the trailer vehicle or may be designed such that a switch to motor operation occurs only when it can be assumed from the further condition that motor operation is valid.

[0027] For example, the further condition may include that the amount of force acting on the coupling device of the trailer exceeds a predetermined minimum value. With this condition, it is intended to prevent a temporary continuous switch to motor operation when there is no clear benefit from using motor operation.

[0028] The other conditions may also include that the absolute value of the difference between the detected rotation angle of the coupling device and the rotation angle of the forward linear motion in the forward direction does not exceed a predetermined maximum value. This condition is used to prevent driving safety from being compromised by enabling motor operation during cornering. For example, the predetermined maximum value may be 10°.

[0029] The other conditions may also include: the wheel contact force or a value related thereto meets a predetermined condition, which is also used for driving safety.

[0030] To switch to motor operation, the coupling can be controlled so that the rotational movement of the electric drive / generator unit is transmitted to the wheels of the trailer. The electrical energy required for motor operation can be obtained from a battery.

[0031] The control device of the wheel axle subassembly of the invention can be designed such that the method of the invention can be implemented with the aid of said control device. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention is described below with reference to exemplary embodiments shown in the accompanying drawings:

[0033] Figure 1 An exemplary embodiment of a wheel axle subassembly constructed in accordance with the present invention is shown schematically.

[0034] Figure 2 An exemplary embodiment of a wheel bearing according to the invention is shown in plan view,

[0035] Figure 3 The wheel bearing is shown in cross section. Figure 2 The exemplary embodiment depicted in

[0036] Figure 4 Another cross-sectional view shows the wheel bearing Figure 2 The exemplary embodiment depicted in

[0037] Figure 5 Corresponding to Figure 1The diagram of FIG. 1 shows another exemplary embodiment of the axle subassembly constructed according to the present invention, and

[0038] Figure 6 Corresponding to Figure 1 The illustration of is a diagram showing an exemplary embodiment of a wheel axle subassembly of the present invention in a further modified configuration.

[0039] 1 Wheel bearing

[0040] 2 Outer ring

[0041] 3 First inner circle

[0042] 4 Second inner circle

[0043] 5 First Screw

[0044] 6 Wheel adapter

[0045] 7 Second screw

[0046] 8 Axis

[0047] 9. Wheels

[0048] 10 Axle tube

[0049] 11 Bellows

[0050] 12 Coupling

[0051] 13 Constant velocity joint

[0052] 14 Transmission

[0053] 15 Electric drive / generator unit

[0054] 16 Control Devices

[0055] 17 Batteries

[0056] 18 Sensors for detecting wheel speed

[0057] 19 Sensor for detecting wheel contact force

[0058] 20 Sensors for detecting bearing forces

[0059] 21 Sensor for detecting the pressure in the bellows of the air suspension

[0060] 22 Kingpin

[0061] 23 Fork

[0062] 24 Sensor for detecting the force on the kingpin

[0063] 25 Sensor for detecting the rotation angle of the kingpin

[0064] 26 First outer raceway

[0065] 27 Second outer raceway

[0066] 28 First attachment hole

[0067] 29 Second attachment hole

[0068] 30 Clamping ring

[0069] 31 First inner raceway

[0070] 32 Second inner raceway

[0071] 33 First rolling element

[0072] 34 Second rolling element

[0073] 35 First cage

[0074] 36 Second cage

[0075] 37 First seal

[0076] 38 Second seal

[0077] 39 Articulated shaft

[0078] D Wheel speed

[0079] LR Wheel contact force

[0080] LL bearing force

[0081] LB Pressure

[0082] F-Force

[0083] W Rotation Angle DETAILED DESCRIPTION

[0084] The axle subassembly of the present invention is suitable for use in a trailer of a vehicle, in particular a trailer of a commercial vehicle. A typical application case is an articulated truck trailer of an articulated truck. There, the axle subassembly of the present invention can be used for at least one of the typical three vehicle axles. The present invention is described below based on the example of an articulated truck trailer, but the present invention is not limited thereto, but can also be used in other trailers.

[0085] Figure 1 An exemplary embodiment of a wheel axle subassembly constructed in accordance with the present invention is schematically shown. The illustration is highly abstract and will only illustrate the basic configuration of the various components, particularly with respect to their functional roles, i.e., Figure 1The actual and to-scale geometrical configuration is not represented. Since all components are repeated in a mirrored manner behind the center, the complete axle assembly is not depicted, but only half of the axle assembly from the wheel side to the center. However, the axle assembly can also be modified so that certain components are only present in a simpler embodiment. This will be explained in more detail at another point.

[0086] The wheel axle subassembly of the present invention comprises a wheel bearing 1, which comprises an outer ring 2 and a first inner ring 3 and a second inner ring 4. The design details of the wheel bearing 1 can be obtained from Figures 2 to 4 The outer ring 2 is mechanically connected to the wheel adapter 6 by a set of first screws 5 and to the end of the shaft 8 configured as a flange type by a set of second screws 7. The wheel 9 is attached to the wheel adapter 6. Therefore, the shaft 8 rotates in the same way as the wheel 9. The mechanical connection of the outer ring 2 to the wheel adapter 6 is formed radially further outwards relative to the rotation axis of the outer ring 2 than the mechanical connection of the outer ring 2 to the shaft 8.

[0087] The inner rings 3, 4 are mechanically connected to an axle tube 10 which concentrically surrounds the shaft 8. The bellows 11 of the air suspension are supported on the axle tube 10. Even if the shaft 8 rotates, the inner rings 3, 4 and the axle tube 10 remain stationary, i.e. they do not rotate.

[0088] The shaft 8 is mechanically connected in the region of its second end to a coupling 12. The coupling 12 is in turn mechanically connected to a constant velocity joint 13, for example a tripod joint. The constant velocity joint 13 is mechanically connected to a transmission 14, which can be designed as a planetary transmission in particular. The transmission 14 is also mechanically connected to an electric drive / generator unit 15 controlled by a control device 16.

[0089] A battery 17 (e.g., a lithium-ion battery) is connected to the control device 16. In addition, at least one sensor 18 for detecting a wheel rotation speed D, at least one sensor 19 for detecting a wheel contact force LR, at least one sensor 20 for detecting a bearing force LL, at least one sensor 21 for detecting a pressure LB in the bellows 11 of the air suspension, and other sensors for detecting an interaction between a kingpin 22 of an articulated lorry trailer and a yoke 23 of an articulated lorry are connected to the control device 16. Here, a first other sensor 24 detects the direction and magnitude of a force F acting between the kingpin 22 and the yoke 23. It is referred to below as the sensor 24 for detecting a force on the kingpin 22. A second other sensor 25 detects a rotation angle W of the kingpin 22 relative to the yoke 23. It is referred to below as the sensor 25 for detecting the rotation angle W of the kingpin 22. The sensor 19 for detecting the wheel contact force LR, the sensor 20 for detecting the bearing force LL and the sensor 21 for detecting the pressure LB in the bellows 11 of the air suspension provide partially redundant information, so that one or more of these sensors can also be omitted.

[0090] In more detail Figure 1 Before describing the function of the axle subassembly of the present invention, reference will first be made to Figures 2 to 4 The design of a wheel bearing 1 is described.

[0091] The wheel bearing 1 is configured as a double-row tapered roller bearing. The outer ring 2 is forged as an integral piece and includes a first outer raceway 26 and a second outer raceway 27 arranged adjacent to each other at a distance in the axial direction. This means that the two outer raceways 26, 27 are integral parts of the same component, and the outer ring 2 is not a component consisting of multiple parts. In addition, the outer ring 2 includes a set of first attachment holes 28 arranged along the first circumference. In addition, the outer ring 2 includes a set of second attachment holes 29 arranged along the second circumference, wherein the first circumference has a larger radius than the second circumference. The first attachment hole 28 and the second attachment hole 29 are offset ( / staggered) from each other in the circumferential direction and are respectively implemented as threaded holes. The first attachment hole 28 has a significantly larger aperture than the second attachment hole 29. In addition, the number of the first attachment holes 28 is greater than the number of the second attachment holes 29. For example, twelve first attachment holes 28 and six second attachment holes 29 may be provided. The first attachment hole 28 is used to attach the wheel adapter 6 or the rim to the outer ring 2. The second attachment hole 29 is used to attach the shaft 8 to the outer ring 2 .

[0092] In the exemplary embodiment depicted, the two inner rings 3, 4 are arranged adjacent to each other in the axial direction and contact each other in the axial direction. The two inner rings 3, 4 are connected to each other in an interference fit manner by a clamping ring 30 and are thereby fixed so as not to separate in the axial direction. The first inner ring 3 includes a first inner raceway 31. The second inner ring 4 includes a second inner raceway 32.

[0093] The first rolling element 33 rolls between the first inner raceway 31 and the first outer raceway 26. The second rolling element 34 rolls between the second inner raceway 32 and the second outer raceway 27. The first rolling element 33 and the second rolling element 34 are both configured as tapered rollers. The first rolling element 33 is guided in the first cage 35. The second rolling element 34 is guided in the second cage 36.

[0094] The radial gap between the inner rings 3 , 4 and the outer ring 2 is sealed off toward the outside in the region of the first inner ring 3 by a first seal 37 and in the region of the second inner ring 4 by a second seal 38 .

[0095] Below, we explain in more detail Figure 1 The function of the axle subassembly of the present invention as depicted in:

[0096] In general, the axle subassembly of the invention serves to store excess energy (e.g. during braking processes or downhill travel of an articulated lorry) and to make it available later, e.g. for a desired acceleration of the articulated lorry. An articulated lorry equipped with the axle subassembly of the invention will automatically make use of this energy recovery function without the need for support by a tractor vehicle. In other words, energy recovery will be possible independently of the tractor vehicle to which an articulated lorry trailer equipped with the axle subassembly of the invention is connected, which articulated lorry trailer should be able to be used in mixed operation with conventional articulated lorry trailers. This is made possible by the fact that all components required for energy recovery are mounted on the articulated lorry trailer and all signals required for energy recovery are available in the area of ​​the articulated lorry trailer and independently of the type of trailer.

[0097] In order to make energy recovery possible, the electric drive / generator unit 15 of the axle subassembly of the present invention can be selectively operated in two different operating states. The two operating states are generator operation and motor operation. In generator operation, the electric drive / generator unit 15 operates as a generator and converts the mechanical energy of the rotating shaft 8 into electricity. The electricity generated in this way is stored in the battery 17. In motor operation, the electric drive / generator unit 15 operates as a motor and converts the electricity stored in the battery 17 into mechanical energy, thereby driving the shaft 8. In addition to these two operating states, there is a neutral state, in which the electric drive / generator unit 15 neither operates as a generator nor as a motor, and the behavior ( / action) of the axle subassembly of the present invention is similar to a conventional axle subassembly without electric drive or regeneration function. In the neutral operating state, the electric drive / generator unit 15 is separated from the shaft 8.

[0098] In the context of the present invention, it is proposed to switch between the operating states of the electric drive / generator unit 15 so that on the one hand a high energy recovery can be achieved and on the other hand driving safety is not impaired. The detailed process is as follows:

[0099] First, it is checked whether the articulated lorry trailer is in overrun operation. This can be the case, for example, during downhill travel or during braking. To detect overrun operation, the signal of the sensor 24 is evaluated for the force F on the kingpin 22. A force F acting on the kingpin 22 opposite to the direction of travel of the articulated lorry trailer indicates that the articulated lorry trailer is in overrun operation. However, it is only worthwhile to switch the electric drive / generator unit 15 to generator operation in the case of sufficiently significant overrun operation. Therefore, it can be provided that not only the direction of the force F acting on the kingpin 22 but also its magnitude can be determined. If, in addition to the detected force direction being opposite to the direction of travel, the magnitude of the force F exceeds a predetermined minimum value, it is worthwhile to switch the electric drive / generator unit 15 to generator operation. However, this does not mean that switching to generator operation is performed in every case where the above two conditions are met. In other words, they are only necessary conditions, not sufficient conditions. Before actually switching to generator operation, other conditions still need to be checked.

[0100] The first further condition is related to the wheel speed D. According to this condition, the switch to generator operation is only performed when the value detected by the sensor 18 for detecting the wheel speed D exceeds a minimum value of the wheel speed D. With this condition, it will be ensured that the movement speed of the articulated hauler trailer is greater than the minimum speed, since otherwise it would not be worthwhile to switch to generator operation. For example, the minimum speed may be 10 km / h.

[0101] The second other condition is related to the rotation angle W of the kingpin 22. According to this condition, switching to the generator operation is performed only when the absolute value of the difference between the value detected by the sensor 25 for detecting the rotation angle W of the kingpin 22 and the comparison value for straight forward driving in the forward direction does not exceed a predetermined maximum value. With this condition, it is intended to prevent driving safety from being impaired by enabling the generator operation when turning. For example, the predetermined maximum value of the rotation angle W may be 10°.

[0102] The third condition is related to the wheel contact force LR. According to this condition, switching to generator operation is performed only when the wheel contact force LR detected by the sensor 19 for detecting the wheel contact force falls between a predetermined minimum value and a predetermined maximum value. With this condition, it is intended to prevent driving safety from being impaired by enabling the generator operation. This can be the case, for example, when the wheel contact force LR is very small or very large due to a lateral slope of the road. The wheel contact forces on the left and right sides of the articulated truck trailer can also be compared with each other and the switching to generator operation is only performed when the difference in the wheel contact forces does not exceed a predetermined maximum value. Instead of or in addition to the wheel contact force LR, the bearing force LL and / or the pressure LB in the bellows 11 of the air suspension can also be evaluated in a similar manner.

[0103] If the check of all conditions indicates that the switch to generator operation should be made, the control device 16 controls the coupling 12 so that an operational connection is formed between the shaft 8 and the constant velocity joint 13. In this way, the rotational movement of the wheel 9 is transmitted to the outer ring 2 via the first screw 5, and is transmitted from the outer ring 2 to the shaft 8 via the second screw 7. Since the second screw 7 does not need to be constructed to hold the wheel 9 and support the braking force, but only to allow the mechanical energy of the rotational movement to be utilized, the second screw 7 can be designed to be weaker than the first screw 5, and a smaller number is sufficient. Therefore, the first attachment holes 28 of the outer ring 2 each have a larger radius than the second attachment holes 29 and are formed to be more in number than the second attachment holes 29.

[0104] Therefore, the constant velocity joint 13 rotates together with the shaft 8, and the rotational motion is transmitted to the electric drive / generator unit 15 via the transmission 14. The mechanical energy of the rotational motion is converted into electricity by the electric drive / generator unit 15, and the electricity is supplied to the battery 17 through the control device 16, optionally after processing the electrical signal. The battery 17 stores the electrical energy for use when the electric drive / generator unit 15 is converted into motor operation.

[0105] If the articulated lorry trailer is not in overrun operation, it is checked whether the articulated lorry trailer is in towing operation and it is determined whether the electric drive / generator unit 15 is to be switched to motor operation accordingly. The towing operation may occur during acceleration of the articulated lorry trailer or during climbing a slope, or during driving at a constant speed on a flat stretch of road (e.g. due to air resistance and friction of the articulated lorry trailer). In order to detect the towing operation, the signal of the sensor 24 is then evaluated for the force F on the kingpin 22. The force F acting on the kingpin 22 indicates in the direction of travel of the articulated lorry trailer that the articulated lorry trailer is in towing operation, so that switching to motor operation can be achieved. In order to avoid overswitching, it can be provided that not only the direction of the force F on the kingpin 22 is determined, but also its magnitude. In this case, switching to motor operation is only carried out if the magnitude of the force F exceeds a predetermined minimum value in addition to the detected force direction in the direction of travel.

[0106] However, switching to motor operation is not performed in every case in which an appropriate force direction and optionally a suitable magnitude of the force F are detected. For efficiency and safety reasons, further conditions are also checked before the actual switching to motor operation. These further conditions can be determined in a similar manner to the other conditions for switching to generator operation, i.e. the detected wheel speed D must exceed a predetermined minimum value, the absolute value of the difference between the detected rotation angle W of the kingpin 22 and the comparison value must not exceed a predetermined maximum value, the detected wheel contact force LR or the detected bearing force LL or the detected pressure LB in the bellows 11 of the air suspension must fall between a predetermined minimum value and a predetermined maximum value, or other conditions must be met.

[0107] If all checks of the conditions indicate that a switch to motor operation is to be made, the control device 16 controls the coupling 12 so that an operative connection is established between the shaft 8 and the constant velocity joint 13. Furthermore, the control device 16 ensures that the electric drive / generator unit 15 is supplied with power from the battery 17, causing it to rotate.

[0108] The rotational motion of the electric drive / generator unit 15 is transmitted to the outer ring 2 via the transmission 14, the constant velocity joint 13, the coupling 12, the shaft 8 and the second screw 7. The rotational motion is then transmitted to the wheel 9 via the first screw 5 (optionally via the wheel adapter 6) and drives the wheel.

[0109] There is the possibility that neither all conditions for switching to generator operation nor all conditions for switching to motor operation are met. In this case, switching to a neutral operating state is performed, or if a neutral operating state already exists, the neutral operating state is maintained. The neutral operating state is characterized in that the electric drive / generator unit 15 neither supplies power to the battery 17 nor draws power from the battery 17. For example, this can be achieved in the following way: the control device 16 does not form an electrical connection between the electric drive / generator unit 15 and the battery 17. In addition, the coupling 12 is controlled by the control device 16 so that the coupling 12 does not form an operative connection between the shaft 8 and the constant velocity joint 13. Accordingly, despite the rotation of the wheels 9, the electric drive / generator unit 15 does not perform any rotational movement. The constant velocity joint 13 and the transmission 14 are also maintained in a state without rotational movement. In this way, the mass of the rotating components can be kept low in standard operation.

[0110] Figure 5 Corresponding to Figure 1 The illustration of FIG. 1 shows another exemplary embodiment of a wheel axle subassembly according to the present invention. Figure 5 The axle subassembly depicted in Figure 1 The exemplary embodiment of differs mainly in that the constant velocity joint 13 is not mounted without bending, but at such a large angle that the constant velocity joint 13 penetrates the recess in the axle tube 10, so that the shaft 8 connected to the constant velocity joint 13 is arranged inside the axle tube 10, while the transmission 14 connected to the constant velocity joint 13 and subsequent components are arranged outside the axle tube 10. As a result, more installation space is available for these components, for example, a larger electric drive / generator unit 15 can be installed. In this case, only one of the axles of the articulated truck trailer can be equipped with the axle subassembly of the invention. The other axles can be implemented conventionally.

[0111] Other designs and functions correspond to Figure 1 An exemplary embodiment is depicted in FIG.

[0112] Figure 6 Corresponding to Figure 1 The diagram of FIG. 1 shows an exemplary embodiment of a wheel axle subassembly of the invention in a further modified form. This exemplary embodiment corresponds to the Figure 5 The exemplary embodiment depicted in FIG. Figure 6 There is a difference in the exemplary embodiment of the invention, in that the wheel axle assembly of the invention comprises an articulated shaft 39 instead of a constant velocity joint 13. Figure 5 Similar to the constant velocity joint 13 in the exemplary embodiment of Figure 6In the exemplary embodiment of the invention, the articulated shaft 39 penetrates the recess in the axle tube 10, so that the shaft 8 connected to the articulated shaft 39 is arranged inside the axle tube 10, and the transmission 14 connected to the articulated shaft 39 and subsequent components are arranged outside the axle tube 10. Figure 5 As in the exemplary embodiment of FIG. 1 , a corresponding space advantage is created, which can also be used in a corresponding manner. However, unlike the constant velocity joint 13, the articulated shaft 39 allows the following component configuration: the transmission 14, the electric drive / generator unit 15 and the control device 16 are offset parallel to the shaft 8. Other designs and functions correspond to Figure 5 An exemplary embodiment is depicted in FIG.

[0113] All of the above-described exemplary embodiments of the wheel axle subassembly of the present invention can also be modified so that the control device 16 and / or the battery 17 are each present once and are used jointly by both half-axle assemblies. Figure 1 and Figure 6 In the exemplary embodiment of , it is also possible to provide only one electric drive / generator unit 15. However, in this case, a differential transmission or similar device is required to compensate for any different conditions on both sides of the articulated hauler trailer.

Claims

1. A wheel axle subassembly of a trailer of a vehicle, comprising: - a rotatably supported shaft (8), an electric drive / generator unit (15) selectively for driving the shaft (8) or for generating electricity from the rotational movement of the shaft (8), and - a wheel bearing (1), comprising an outer ring (2), in, - the outer ring (2) comprises a set of first attachment holes (28) arranged along a first circumference, the outer ring (2) comprises a set of second attachment holes (29) arranged along a second circumference, - the first circumference has a larger radius than the second circumference, - The second attachment hole (29) is used to form a mechanical connection between the outer ring (2) and the shaft (8).

2. The wheel axle subassembly according to claim 1, characterized in that: The number of the first attachment holes (28) is greater than the number of the second attachment holes (29), and / or the diameter of the first attachment holes (28) is correspondingly greater than the diameter of the second attachment holes (29).

3. A wheel axle subassembly of a trailer of a vehicle, comprising: - a wheel bearing (1), comprising an outer ring (2), - a shaft (8), - coupling (12), - a constant velocity joint (13) or an articulated shaft (39), - a transmission (14), an electric drive / generator unit (15) selectively for driving the shaft (8) or for generating electricity from the rotational movement of the shaft (8), and - a control device (16) for controlling the electric drive / generator unit (15), in, The shaft (8) is mechanically connected to the outer ring (2) and can be driven by the electric drive / generator unit (15) via the coupling (12), the constant velocity joint (13) or the articulated shaft (39) and the transmission (14).

4. The wheel axle subassembly according to claim 3, characterized in that: The axle subassembly includes a battery (17) for storing electricity generated by the electric drive / generator unit (15).

5. A trailer for a vehicle, wherein: The trailer comprises an axle subassembly according to any one of claims 1 to 4.

6. A method for controlling an electric drive / generator unit (15) of an axle subassembly of a trailer of a vehicle according to any one of claims 1 to 4, wherein: the electric drive / generator unit (15) can be operated selectively in motor operation or in generator operation, - in motor operation, the electric drive / generator unit (15) converts electrical power into mechanical energy for driving the trailer, - in generator operation, the electric drive / generator unit (15) converts mechanical energy into electrical power, - determining at least one measured value in the region of a coupling device (22) with which the trailer is coupled to the vehicle, and - Based on the measured values, it is decided whether the electric drive / generator unit (15) is to be operated in motor operation or in generator operation.

7. The method according to claim 6, characterized in that Switching to generator operation is achieved when a force (F) acting on the coupling device (22) of the trailer is opposite to the direction of travel of the trailer.

8. The method according to claim 6 or 7, characterized in that: Switching to generator operation is only effected if at least one other condition is met.

9. The method according to claim 6 or 7, characterized in that: Switching to motor operation is achieved when the force (F) acting on the coupling device (22) of the trailer is in the direction of travel of the trailer.

10. The method according to claim 9, characterized in that Switching to motor operation is only effected if at least one other condition is met.

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