Rigid axle having axle carrier with curved continuous tube member and electric machine held thereon

Abstract

The invention relates to a rigid axle (10) having an axle carrier (12), on the axial longitudinal end regions (12a, 12b) of which in each case a hub assembly (14, 16) is arranged, each hub assembly having a rotatable wheel flange (14a, 16a), the axle carrier being formed in a curved manner in a curved region (12c) between the longitudinal end regions thereof, wherein an electromechanical functional component (36, 38) having an electrical energy converter (40) is arranged in the bending region, which is connected to the at least one wheel flange in order to transmit a rotational movement, such that the electrical energy converter can be used as at least one of the following functional units: i) as an electric motor drive unit, and ii) as a generator-type induction unit, to generate electrical energy by transferring torque from the at least one wheel flange to the energy converter, and ii) as a generator-type induction unit, to generate electrical energy by transferring torque from the at least one wheel flange to the energy converter. According to the invention, it is proposed that the axle carrier has a curved tube component (18) which is formed continuously between the longitudinal end regions (18a, 18b) thereof.

Description

Technical Field

[0001] The invention relates to a rigid axle for a motor vehicle, the rigid axle comprising an axle carrier, at each of the axial longitudinal end regions of the axle carrier a wheel hub assembly is arranged, the spacing of the longitudinal end regions defining the axial direction of the rigid axle, wherein each wheel hub assembly has a wheel flange that can rotate relative to the axle carrier, wherein each wheel flange is designed to fix a wheel on the wheel flange in a rotationally fixed manner, wherein the axle carrier is designed to be curved in a curved region axially between the longitudinal end regions of the axle carrier, wherein an electromechanical functional component with at least one electric energy converter is arranged in the curved region, the electromechanical functional component being connected to the at least one wheel flange in order to transmit a rotational movement between the energy converter and the at least one wheel flange, so that the electric energy converter can be used as at least one of the following two functional units:

[0002] i) as an electric motor drive unit for transmitting torque from an energy converter to at least one wheel flange, and

[0003] ii) as a generator-type induction unit to generate electrical energy by transferring torque from the at least one wheel flange to an energy conversion machine. Background Art

[0004] Such a rigid axle is known from the company Valx International in Veghel (Netherlands) under the product name "E2!HD". The axle carrier of the known rigid axle is formed from three straight tubes, of which two axially outer tubes, each carrying a wheel hub assembly, are arranged coaxially with a common tube axis, and a central tube, axially located between the two axially outer tubes, is arranged with a tube axis which is parallel to the common tube axis of the axially outer tubes, but offset therefrom.

[0005] The middle pipe is connected to the corresponding longitudinal end of another pipe of the axially outer pipes, which is away from the hub assembly, at each of its axial longitudinal ends through a flat connecting plate. The two flat connecting plates are parallel to each other and orthogonal to the pipe axes of the axially outer pipe and the middle pipe.

[0006] The electric energy converter of the known axle "E2! HD" is used as a generator for generating electrical energy for electrical consumers on the vehicle carrying the axle. On the known axle, only one of the two wheel hub assemblies is connected in a torque-transmitting manner to the electric energy converter that operates only as a generator.

[0007] Such rigid axles and the rigid axle of the invention are primarily used as a leading axle, i.e., an axle before the axle actually driven by the main drive of the respective vehicle, or / and as an axle for a trailer towed by a tractor vehicle. Typically, such rigid axles are part of a multi-axle rear axle arrangement of a vehicle.

[0008] A rigid axle with an electric energy converter is known from the company SAF-Holland under the product name “SAF TRAKe”. The electric energy converter of the rigid axle can provide traction support when operating as a motor, thereby providing a torque to the wheel flange and the wheel flanged thereto, and can decelerate the vehicle as an eddy current brake when operating as a generator and thereby recover kinetic energy and store it as electrical energy or can generate electrical energy continuously and supply it to electrical consumers, such as cooling systems.

[0009] The known rigid axle "SAF TRAKe" has a split, straight, tubular axle carrier, in the axial longitudinal center of which the differential is arranged. The housing of the differential carries an electric energy converter, the anchoring shaft of which is kinematically coupled to the differential. The electric energy converter can thus be driven as an electric motor via the differential to the two wheel flanges or by the wheels flanged on the wheel flanges in the manner of a generator. The differential is therefore integrated into the carrier of the known rigid axle.

[0010] Although the electromechanical functional components of the Valx axle "E2!HD" operating as generators are not integrated into the axle's support structure, the multi-part axle, due to its large number of joints, has a lower load-bearing capacity than would be possible given the given structural volume. Summary of the invention

[0011] The object of the invention is to provide a robust, rigid axle having a simple construction, a high load-bearing capacity and the widest possible use of an electrical energy converter.

[0012] The invention achieves this object in a rigid axle of the type mentioned at the outset in that the axle carrier has a bent tube component which is designed to be continuous from one longitudinal end region thereof to the other longitudinal end region thereof.

[0013] By using a continuous, uninterrupted tube component on the axle carrier, which preferably forms the main structural component of the axle carrier, the axle carrier can be designed with high rigidity at a relatively low weight. In addition, in contrast to the known axle "E2!HD", there is no need for axially overlapping tube sections that each extend into a solid connecting plate connecting them, and no solid connecting plates are required either. This also saves weight.

[0014] By means of the known arrangement of the electromechanical functional components in the curved region of the axle carrier, they can also be arranged outside the force flow of the chassis, which the rigid axle contributes to.

[0015] The continuous tubular component forms the main structural component of the axle carrier if it either accounts for at least 75% of the mass of the axle carrier measured without the electric machine or it already ensures the function of the axle carrier itself, for example because the wheel hub assembly can be mounted on the tubular component and the tubular component can be supported on the vehicle body via a support mechanism, such as a spring guide. At least one further auxiliary component, such as a bearing bracket, a retaining device, a mounting and / or fastening structure, etc., can be arranged on the tubular component and connected to it in order to facilitate the mounting of the axle carrier on the vehicle body and / or to facilitate the arrangement of other components, such as the above-mentioned at least one electric energy converter, on the axle carrier. In this case, the axle carrier is formed by the tubular component and the at least one auxiliary component arranged thereon.

[0016] The tubular component of the axle carrier is preferably integral. In a less preferred embodiment, the tubular component can be constructed from a plurality of tubular components that are preferably joined to each other by welding. Preferably, the tubular component of the axle carrier is manufactured in one piece from an unformed blank. That is, preferably, the tubular component of the axle carrier is free of joints, which provides particularly high stability and strength. The free of joints relates to the tubular component of the axle carrier itself. On the contrary, the free of joints does not exclude that other components, such as the at least one auxiliary component mentioned above, are joined, in particular welded, to the tubular component of the axle carrier. Therefore, the tubular component of the axle carrier is preferably free of joints, but the axle carrier itself does not necessarily have to be free of joints.

[0017] In principle, it should not be excluded that other components of the axle carrier are axially connected to the tube component. However, preferably, each longitudinal end region of the tube component is also a longitudinal end region of the axle carrier. Additionally or alternatively, it is preferred that the bending region of the axle carrier is also a bending region of the tube component.

[0018] Since the rigid axle preferably forms the roll axis of the vehicle carrying the rigid axle, the longitudinal end regions of the axle carrier are preferably designed coaxially on the axle carrier with respect to a common first axis of extension. The first axis of extension is preferably also coaxial with the wheel flange rotation axis, about which the two wheel flanges at the respective longitudinal end regions of the axle carrier can rotate relative to the axle carrier.

[0019] The curved region then preferably extends along the first axis of extension at a distance therefrom. The extension of the curved region can follow a curved path, although due to the simplified accommodation of the at least one electric energy converter in the curved region it is preferred that the curved region has a straight section extending along a second axis of extension, which extends parallel to the first axis of extension and at a distance therefrom. The straight section has a straight, uncurved extension in the axial direction of the rigid axle.

[0020] Preferably, the longitudinal end regions of the axle carrier and in particular of the tubular component are also designed to be straight and not curved in their axial extent.

[0021] In order to ensure a continuous tubular configuration of the tube component of the axle carrier, the axle carrier and in particular the tube component of the axle carrier preferably has a respective tubular connecting region between each longitudinal end region and the bending region, which connects the longitudinal end region to the bending region.

[0022] The connecting region preferably extends obliquely with respect to the first axis of extension, i.e. at an angle of less than 90°, in particular less than 70°, more preferably less than 55°, in order to increase the rigidity and stability of the axle carrier. In order to simultaneously be able to provide a sufficiently long bending region in the axial direction for arranging at least one electromagnetic functional component, the connecting region likewise preferably extends obliquely with respect to the first axis of extension at an angle of more than 25°, in particular more than 30°, more preferably more than 35°.

[0023] It is also preferred that the continuous tubular component of the axle carrier is a flat component in the sense that the extension path that the continuous tubular component follows in its extension between its longitudinal end regions is a flat extension path. This is the case, for example, when all bending axes of the tubular component are parallel to one another. The tubular component is preferably designed to be partially curved, preferably only partially curved, in the transition between the longitudinal end regions and the respectively connected connecting regions and in the transition between the connecting regions and the curved regions connected to the connecting regions.

[0024] As already explained above, the wheel flanges can be arranged on the axle carrier rotatably about a common wheel flange rotation axis in order to form a vehicle roll axis on a vehicle carrying a rigid axle. The tubular component of the axle carrier has at least one of the following features of a continuous configuration in order to increase its component rigidity and component strength:

[0025] a) the tube component extends without any bends about a bending axis oriented transversely to the rotational axis of the wheel flange along a path of extension of the tube component from longitudinal end region to longitudinal end region,

[0026] b) the tube element is extended along a stretching path from longitudinal end region to longitudinal end region of the tube element without sudden changes in shape and / or size of its outer envelope surface, and

[0027] c) The tubular component extends without sudden changes in shape and / or size of its inner envelope surface along its extension path from longitudinal end region to longitudinal end region.

[0028] Preferably, the tube component has at least two of the three features mentioned, particularly preferably all three features mentioned. Here, the tube component is considered to be bent if it is bent about a bending axis extending transversely, in particular orthogonally to the wheel flange rotation axis, with a bending radius of less than 5 mm.

[0029] For example, if in a cross section of a stretch track orthogonal to the tube member between its longitudinal end regions, the cross section occupied by the corresponding envelope surface changes by more than 20% relative to the smaller of the two surfaces at the change section within a stretch section of less than 3 mm along the stretch track of the tube member, then there is a sudden change in configuration. Similarly, for example, if in a cross section of a stretch track orthogonal to the tube member between its longitudinal end regions, the ratio of the height to the width of the cross section occupied by the corresponding envelope surface changes by more than 20% relative to the smaller of the two ratios at the change section within a stretch section of less than 3 mm along the stretch track of the tube member, then there is a sudden change in configuration.

[0030] Features a) and / or b) and / or c) prevent disadvantageous notch effects on the tube component, which increases the strength and stability of the tube component.

[0031] In order to transmit torque between the wheel flange and the electromechanical functional component, the electromechanical functional component is preferably connected to at least one wheel flange in a torque-transmitting manner by means of a drive shaft. The drive shaft can be connected to the wheel flange in a rotationally fixed manner about the wheel flange axis of rotation and can be connected to the rotatable component of the electromechanical functional component in a rotationally fixed manner at the opposite end regions of the drive shaft. The rotationally fixed arrangement of the drive shaft with the other rotatable components can be achieved, for example, by a splined shaft section.

[0032] In order to be able to establish a torque-transmitting connection from the electromechanical functional component located outside the tube component of the axle carrier to the wheel flange rotatably arranged at the longitudinal end region of the tube component or the axle carrier, the tube component of the axle carrier preferably has a through-opening extending through the wall of the tube component, through which the drive shaft extends. Although the through-opening forms a structural weakening of the tube component, the weakening is still always smaller than in the case of a completely three-part tube component, in which each two axially adjacent tube components are provided with parallel tube axes that are offset from each other by more than the tube diameter.

[0033] Preferably, the through-opening is formed in the above-mentioned connecting region, since the connecting region is preferably formed obliquely with respect to the common first axis of extension of the longitudinal end regions, so that a drive axis which also preferably runs parallel to the first axis of extension can pass through the through-opening.

[0034] In order to connect the rigid axle to the vehicle carrying it, the rigid axle preferably has at least one spring link connected to the axle carrier and extending transversely, in particular orthogonally to the axle carrier. Since the spring link reinforces the axle carrier or the tube component at its connection point to the axle carrier, the through-opening is formed on the tube component of the axle carrier in order to avoid unnecessary weakening of the axle carrier in the region of the connection between the axle carrier and the spring link.

[0035] In principle, the spring guide rod can be connected to the axle carrier in any manner. Preferably, the spring guide rod is connected to the axle carrier in a clamping manner. In a specific structural design, the spring guide rod can be connected to the axle carrier by means of at least two fastening mechanisms arranged at a distance from each other in the axial direction of the rigid axle. Then, the through opening is preferably formed between the two fastening mechanisms. A possible preferred clamping fastening mechanism is a bow, which is fixed to the component composed of the spring guide rod and the axle carrier and surrounds the corresponding other component composed of the axle carrier and the spring guide rod component.

[0036] In another preferred embodiment, the spring control arm is connected to the axle carrier in the above-mentioned connecting region which connects a longitudinal end region of the tubular component or of the axle carrier to its curved region.

[0037] Preferably, the rigid axle for connection to the vehicle body has two spring links arranged at a distance from one another in the axial direction, each of which is connected to the axle carrier. Preferably, the spring links and their connection to the axle carrier are designed identically or mirror-symmetrically with respect to a mirror plane of symmetry which is orthogonal to the path of extension of the tube component in the axial center, so that during driving operation with identical external influences, identical axle reactions, such as force reactions, etc., are achieved at both axial end regions of the rigid axle.

[0038] In order to prevent dirt and / or moisture from reaching the tube member through the through opening, a covering member covering the through opening can be provided at the tube member of the axle carrier. In order to still enable the drive shaft to pass through the wall of the tube member, the covering member can have a passage opening that is colinear with the through opening, preferably at an axial spacing from the through opening, through which the drive shaft extends. Preferably, the cross section of the passage opening extends obliquely, particularly preferably positively to the extension direction of the drive shaft, in an angular range of 75° to 105°. This facilitates the arrangement of the shaft seal at the edge region of the radially outwardly delimiting passage opening of the covering member. However, in the absence of a shaft seal, the passage opening inclined in this manner also makes it difficult for dirt and liquid to enter the tube member, especially when the passage opening is arranged at a spacing from the through opening in the axial direction.

[0039] The tubular component of the axle carrier is preferably formed from steel. The covering component can be formed from a material different from the material of the tubular component, for example from a plastic which can also be formed particularly easily into complex configurations, for example by casting or injection molding.

[0040] In principle, the electric energy converter can be connected to the wheel flange directly by means of the drive shaft in a torque-transmitting manner. The electric energy converter then forms an electromechanical functional component. In order to adapt the input or output operating parameters of the electric energy converter to the operating parameters of at least one wheel flange preset by the driving operation, depending on whether the electric energy converter is operated as a generator or as a motor, the electromechanical functional component preferably can include a transmission. The input side of the transmission is then connected to the electric energy converter in a torque-transmitting manner and is coupled to at least one wheel flange in a torque-transmitting manner on the output side.

[0041] In principle, the transmission can be of any design. Preferably, the transmission is a planetary transmission, which allows high transmission ratios to be achieved in a very compact construction space and without shaft offsets. Although the planetary transmission can be multi-stage, a single-stage planetary gearbox is preferably sufficient.

[0042] The electrical energy converter is preferably a synchronous machine which can be operated both as a motor and as a generator.

[0043] In order to avoid the generation of yaw moments acting on the rigid axle when using only one mechatronic functional component that cooperates with only one of the two wheel flanges of the axle carrier, a separate mechatronic functional component with a respective electric energy converter is preferably arranged in the bending region for each wheel flange of the wheel hub assembly arranged at different longitudinal end regions of the rigid axle. The content above or below regarding the mechatronic functional component applies to the other mechatronic functional component with regard to its advantageous design and its cooperation with the axle carrier and / or the wheel flange connected thereto in a torque-transmitting manner and its advantageous design of its arrangement at the axle carrier and / or the wheel flange connected thereto in a torque-transmitting manner.

[0044] Each electric energy conversion machine is then connected to a corresponding wheel flange to transmit rotational motion between the electric energy conversion machine and the wheel flange of the other hub assembly.

[0045] Preferably, each of the electric energy converters can be operated independently of the operating state of the respective other electric energy converter. Thus, the use of a differential that distributes the torque of the drive to the two wheel flanges of the axle can be omitted.

[0046] The rigid axle may have a control device or may be connected to a control device at a vehicle carrying the rigid axle. The control device is configured to control at least one electromechanical functional component, in particular to control its electric energy converter to operate. Therefore, the control device can switch the electric energy converter cooperating with the control device between motor operation and generator operation, and can set the output power and / or output speed of the electric energy converter when operating in motor mode. The rigid axle, in particular at least one electromechanical functional component, and more preferably the electric energy converter of the electromechanical functional component may have an electrical coupling structure, such as a plug and / or a socket, by means of which a connection with the vehicle-side control device can be established.

[0047] If the electric energy converter can also be operated as a generator, the rigid axle or the vehicle carrying the rigid axle can have an electric energy storage device connected to the electric energy converter in a current-transmitting manner. The electric energy converter can store the electric energy generated when operating as a generator in the electric energy storage device. In order to transfer electric current to or from at least one electric energy converter, the rigid axle, in particular at least one electromechanical functional component, particularly preferably at least one electric energy converter, can have another coupling structure, such as a plug and / or a socket.

[0048] In order to provide a rigid axle that acts symmetrically in terms of driving dynamics, the axle body is preferably designed to be mirror-symmetrical with respect to its axial center.

[0049] Additionally or alternatively, in order to use identical components, it can be provided that one of the electromechanical functional components can be transformed into the respective other electromechanical functional component by a rotation of 180° about an axis of symmetry orthogonal to the axial direction of the rigid axle and by a translational movement. That is, preferably, when two electromechanical functional components are used, they are identical. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The present invention will be described in detail below with reference to the accompanying drawings. The accompanying drawings show:

[0051] Figure 1 A schematic perspective view of an embodiment according to the invention of a rigid axle of the present application is shown,

[0052] Figure 2 Figure 2 shows the rolling angle of a vehicle with a rigid axle when viewed along the roll axis. Figure 1 Rigid axle,

[0053] Figure 3 Figure 2 shows the yaw axis of a vehicle carrying a rigid axle when viewed along the yaw axis. Figure 1 and Figure 2 Rigid axles, and

[0054] Figure 4 The cross-sectional axis is shown as containing the wheel flange rotation axis and perpendicular to the roll axis. Figure 2 Schematic sectional view of the left side of a rigid axle. DETAILED DESCRIPTION

[0055] One embodiment of the rigid axle of the present application according to the present invention is Figure 1 , Figure 2 and Figure 3 It is schematically shown in FIG. 1 and denoted by 10 . Figure 1 In stereoscopic view, Figure 2 In the front view and Figure 3 The rigid axle 10 is shown in a top view. Figure 2 The view corresponds to a view along the roll axis of the vehicle ready to carry the rigid axle 10 . Figure 3 The view corresponds to a view along the yaw axis of the vehicle ready to carry the rigid axle 10 .

[0056] The rigid axle 10 comprises an axle carrier 12 , at the longitudinal end regions 12 a and 12 b of which a wheel hub assembly 14 or 16 is arranged in each case.

[0057] The axle carrier 12 comprises a bent tube component 18 which extends continuously from one longitudinal end region 12a to the other longitudinal end region 12b of the axle carrier 12 in one piece. The longitudinal end regions 12a and 12b of the axle carrier 12 are also longitudinal end regions 18a and 18b of the tube component 18.

[0058] The longitudinal end regions 12a and 12b of the axle carrier 12 are coaxial with respect to a common first extension axis E1, which defines the axial direction of the rigid axle 10, and in which the longitudinal end regions 12a and 12b of the axle carrier 12 are arranged at a distance from one another. Axially between the two longitudinal end regions 12a and 12b, the axle carrier 12 has a bending region 12c, which extends at a distance from the first extension axis E1.

[0059] In the present example, the curved region 12c is designed as a straight section 13, which extends along a second axis of extension E2, which extends parallel to the first axis of extension E1, but at a distance therefrom. The curved region 12c of the axle carrier 12 is connected to the longitudinal end region 12a via a connecting region 12d and to the longitudinal end region 12b via a connecting region 12e.

[0060] The regions mentioned as the bending region 12 c and the connecting regions 12 d and 12 e of the axle carrier 12 are also the regions as the bending region 18 c and the connecting regions 18 d and 18 e of the tube component 18 .

[0061] In the illustrated embodiment, the axle carrier 12 and the wheel hub assemblies 14 and 16 are constructed mirror-symmetrically about a mirror symmetry plane SE orthogonal to the first extension axis E1, so it is sufficient to describe the features of the axle carrier 12 and the wheel hub assemblies 14 or 16 in only one axial half of the rigid axle 10, because under the mentioned mirror symmetry conditions, the description of the features also applies to the corresponding other axial half of the rigid axle 10.

[0062] The wheel hub assemblies 14 and 16 each have a wheel flange 14a or 16a, which can rotate relative to the axle carrier 12 about a common wheel flange rotation axis RDA coaxial with the first extension axis E1. The brake disc 14b or 16b can rotate together with each wheel flange 14a or 16a about the common wheel flange rotation axis RDA. The brake caliper carrier 14c (see FIG. 1 ) fixed to the axle carrier Figure 2 , Figure 3 and Figure 4) or 16c enables the axle carrier-fixed arrangement of the brake caliper (not shown in the figure) to be able to brake the wheel flange 14a or 16a associated with the corresponding brake disc 14b and 16b in a manner known per se. In addition, the wheel hub components 14 and 16 each have a rolling bearing 14d and 16d, by means of which the wheel flange 14a or 16a and the brake disc 14b or 16b are rotatably received on the tube component 18 or the axle carrier 12 about a common wheel flange rotation axis RDA.

[0063] Instead of a disk brake, the rigid axle 10 shown can also be provided with a drum brake.

[0064] In the connection areas 12d and 12e, fastening devices 20 and 22 are provided for fastening the axle carrier 12 to the Figure 2 and Figure 3 The spring guide rods 24 and 26 shown in FIG. 2 are connected. The fastening devices 20 and 22 also satisfy the mirror symmetry conditions described above about the plane SE.

[0065] The fastening device 20 comprises a short U-shaped bow 28a and a long U-shaped bow 28b as fastening means, which surround the tubular component 18 and thus the axle body 12 in the connection area 18d or 12d with a shell component 30 arranged in between. The straight sides of the U-shaped bow 28a and the U-shaped bow 28b penetrate and thus fix the cover component 32 located on the connection area 18d. Thus, the fastening devices 20 and 22 fix the axle carrier 12 to the spring guide rod at 24 or 26 in a clamping manner.

[0066] In the bending region 12c, the axle carrier 12 includes two retaining devices 34 which are essentially identical but are rotated 180° relative to each other about a rotation axis D which intersects both the first extension axis E1 and the second extension axis E2, each of which carries an electromechanical functional component 36 or 38.

[0067] The holding device 34 is a holding device which is constructed from a bent metal piece and is connected to the tubular component 18 in the bending region 18 c of the tubular component 18 , preferably screwed or welded.

[0068] In the exemplary embodiment shown, the electromechanical functional components 36 and 38 are designed identically and are arranged only rotated 180° relative to one another about the rotation axis D. It is therefore sufficient to describe one of the electromechanical functional components, which description also applies to the respective other electromechanical functional component under the mentioned arrangement conditions.

[0069] In the state in which the rigid axle 10 is ready for installation on a vehicle, the axis of rotation D runs parallel to the yaw axis of the vehicle.

[0070] The electromechanical functional assembly 36 comprises an electrical energy converter 40 , a rotating synchronous motor in the example shown which, due to its permanently magnetized rotor, can be operated not only as a motor but also as a generator in order to recover kinetic energy or generally to generate electrical energy.

[0071] The transmission 42, in the embodiment shown, is connected to the electric energy converter 40 in a torque-transmitting manner on the side of the electric energy converter 40 that faces the hub assembly 14 that is axially closer. Figure 4 The gear 42 and the connecting device with the rotor 41 are connected in function to the connecting member 44 (see Figure 4 ) is coupled to the wheel flange 14a in a rotationally fixed manner by means of the drive shaft 46, ie for transmitting torque.

[0072] As in Figure 4 It can be seen particularly clearly in FIG. 3 that the drive shaft 46 extends coaxially with the wheel flange rotation axis RDA. The drive shaft 46 extends through a passage opening 48 in a side wall 49 of the cover component 32 orthogonal to the wheel flange rotation axis RDA or the first extension axis E1, and continues to extend through a through-opening 50 in a wall 52 of the tube component 18. After passing through the through-opening 50, the drive shaft 46 extends inside the tube component 18 until it reaches the wheel flange 14a coupled thereto in a rotationally fixed manner. The through-opening 50 is covered by the cover component 32, so that dirt and liquids have difficulty entering the tube component 18 through the through-opening 50.

[0073] The through opening 50 is axially located between the two U-shaped bows 28a and 28b of the fastening device 20 or 22, so that the weakening of the tubular component 18 inevitably caused by the through opening 50 can be at least partially compensated by the fastening device 20 or 22 and the spring guide rod 24 or 26 that bridges its U-shaped bows 28a and 28b respectively.

[0074] Thus, on the one hand, the electromechanical functional assembly 36 can be used as a motor to drive the wheel flange 14a to rotate, or it can be driven by a wheel R (in the case of a wheel flange 14a) which is flange-connected to the wheel flange 14a. Figure 2 The dotted line in the figure) is driven to rotate in the manner of a generator to generate electricity.

[0075] The functional assembly 36 further comprises a control device 54 for controlling the operation of the electric energy converter 40. The control device can be coupled to a control device of the vehicle carrying the rigid axle 10, for example, via a Can bus or a LIN bus.

[0076] In addition to the above Figure 2 and Figure 3In the drawing, the spring control arms 24 and 26 are shown as longitudinal control arms which are connected to the axle carrier 12 in a manner known per se via a respective hydraulic damper 56 or 58 in order to damp relative movements between the spring control arms 24 and 26 and the axle carrier 12 .

[0077] In addition to the extension axes E1 and E2, Figure 2 , Figure 3 and Figure 4 The following curved extension path VB is shown: the tube member 18 extends along the curved extension path between its longitudinal ends 18a and 18b. Figure 3 As can be seen in the figure, the stretch track VB is in a plane spanned by the extension axes E1 and E2, so that the stretch track VB is a flat stretch track, and the tube member 18 is therefore a flat tube member 18. In the longitudinal end regions 12a or 18a and 12b or 18b and the bending region 12c or 18c, the stretch track VB coincides with the first extension axis E1 or the second extension axis E2.

[0078] As especially in Figure 4 , it can be seen that the tube component 18 extends from one longitudinal end region 12a or 18a to the opposite longitudinal end region 12b or 18b with a tube cross section that is substantially constant both in terms of configuration and in terms of size. The tube component 18 extends along its extension path VB without any bends and is formed to be bent only in the transition between the longitudinal end region 12a or 18a and the connecting region 12d or 18d, between the longitudinal end region 12b or 18b and the connecting region 12e or 18e, between the connecting region 12d or 18d and the bending region 12c or 18c, and between the bending region 12c and the connecting region 12e or 18e, wherein all the bending axes of the mentioned bending regions are parallel to each other and, for example, orthogonal to Figure 2 Thus, undesirable notch effects are avoided at the tube component 18 and thus at the axle carrier 12 and their strength and thus also their service life are increased.

Claims

1. A rigid axle (10) for a motor vehicle, the rigid axle comprising an axle carrier (12), at each of which a wheel hub assembly (14, 16) is arranged in an axial longitudinal end region (12a, 12b) of the axle carrier, the spacing of the longitudinal end regions defining the axial direction of the rigid axle (10), wherein each wheel hub assembly (14, 16) has a wheel flange (14a, 16a) rotatable relative to the axle carrier (12), wherein each wheel flange (14a, 16a) is designed to fix a wheel (R) on the wheel flange (14a, 16a) in a rotationally fixed manner, wherein the axle The support (12) is designed to be bent in a bending area (12c) axially between longitudinal end areas (12a, 12b) of the axle support, wherein at least one electromechanical functional component (36, 38) having at least one electric energy converter (40) is arranged in the bending area (12c), the electromechanical functional component being connected to at least one wheel flange (14a, 16a) to transmit a rotational movement between the energy converter (40) and the at least one wheel flange (14a, 16a), so that the electric energy converter (40) can be used as at least one of the following two functional units: i) as an electric motor drive unit for transmitting torque from the energy converter (40) to the at least one wheel flange (14a, 16a), and ii) as a generator-type induction unit to generate electrical energy by transferring torque from the at least one wheel flange (14a, 16a) to the energy conversion machine (40), It is characterized in that The axle carrier (12) has a bent tube component (18) which is formed continuously from one longitudinal end region (18a) of the tube component to another longitudinal end region (18b) of the tube component.

2. The rigid axle (10) according to claim 1, It is characterized in that The longitudinal end regions (18a, 18b) of the tube component (18) are also the longitudinal end regions (12a, 12b) of the axle carrier (12), or / and the bending region (12c) of the axle carrier (12) is the bending region (18c) of the tube component (18).

3. The rigid axle (10) according to claim 1 or 2, It is characterized in that The longitudinal end regions (12a, 12b) of the axle carrier (12) are coaxially formed on the axle carrier (12) with respect to a common first extension axis (E1), wherein the bending region (12c) extends along the first extension axis (E1) at a distance from the first extension axis, and wherein the axle carrier (12) has a respective tubular connecting region (12d, 12e) between each longitudinal end region (12a, 12b) and the bending region (12c) for connecting the longitudinal end region (12a, 12b) to the bending region (12c).

4. The rigid axle (10) according to claim 3, It is characterized in that The curved region (12c) has a straight section (13) extending along a second axis of extension (E2), which extends parallel to the first axis of extension (e1) and at a distance therefrom.

5. The rigid axle (10) according to any one of the preceding claims, It is characterized in that The wheel flanges (14a, 16a) are rotatably arranged on the axle carrier (12) about a common wheel flange rotation axis (RDA), wherein the tube component (18) of the axle carrier (12) has at least one of the following features of a continuous configuration: a) the tube component (18) extends without bending about a bending axis oriented transversely to the wheel flange rotation axis (RDA) along an extension path (VB) of the tube component from longitudinal end region (18a, 18b) to longitudinal end region (18a, 18b), b) the tube component (18) is extended along an extension path (VB) of the tube component from longitudinal end region (18a, 18b) to longitudinal end region (18a, 18b) in a manner without sudden changes in shape and / or size of the outer envelope surface of the tube component, and c) the tubular component (18) is extended along an extension path (VB) from a longitudinal end region (18a, 18b) to a longitudinal end region (18a, 18b) of the tubular component without a sudden change in shape and / or size of the inner envelope surface of the tubular component.

6. The rigid axle (10) according to any one of the preceding claims, It is characterized in that The electromechanical functional component (36, 38) is connected to the at least one wheel flange (14a, 14b) in a torque-transmitting manner by means of a drive shaft (46), wherein the tube component (18) of the axle carrier (12) has a through-opening (50) extending through a wall (52) of the tube component (18), and the drive shaft (46) extends through the through-opening.

7. The rigid axle (10) according to claim 6, It is characterized in that The rigid axle (10) has a spring control arm (24, 26) connected to the axle carrier (10) and extending transversely to the axle carrier (12), wherein the through-opening (50) is formed on a tubular component (18) of the axle carrier (12) in the region of the connection between the axle carrier (12) and the spring control arm (24, 26).

8. The rigid axle (10) according to claim 7, It is characterized in that The spring control arm (24, 26) is connected to the axle carrier (12) by means of at least two fastening means (28a, 28b) arranged at a distance from one another in the axial direction of the rigid axle (10), wherein the through-opening (50) is formed between the two fastening means (28a, 28b).

9. The rigid axle (10) according to any one of claims 6 to 8, It is characterized in that A covering component (32) is arranged on the tube component (18) of the axle carrier (12), wherein the covering component (32) covers the through-opening (50) and has a passage opening (48) colinear with the through-opening (50) at a maximum distance from the through-opening (50), wherein the drive shaft (46) also extends through the passage opening (48).

10. The rigid axle (10) according to any one of the preceding claims, It is characterized in that The electromechanical functional component (36, 38) comprises a transmission (42) which is coupled to the electric energy converter (40) on the input side in a torque-transmitting manner and is coupled to the at least one wheel flange (14a, 16a) on the output side in a torque-transmitting manner.

11. The rigid axle (10) according to any one of the preceding claims, It is characterized in that For each wheel flange (14a, 16a) of a wheel hub assembly (14, 16) arranged at different longitudinal end regions (12a, 12b) of the axle carrier (12), an electromechanical functional component (36, 38) having each an electric energy converter (40) is arranged in the bending region (12c), wherein each electric energy converter (36, 38) is connected to the corresponding wheel flange (14a, 16a) to transmit rotational motion between the electric energy converter (40) and the wheel flange (14a, 16a) of the other wheel hub assembly (14, 16).

12. The rigid axle (10) according to claim 11, It is characterized in that Each of the electrical energy conversion machines (40) can be operated independently of the operating state of the respective other electrical energy conversion machine.

13. The rigid axle (10) according to any one of claims 11 or 12, It is characterized in that The axle body (12) is constructed in a mirror-symmetrical manner about the axial center of the axle body, or / and one of the electromechanical functional components (36, 38) can be transformed into a corresponding other electromechanical functional component (36, 38) by rotating 180° around an axis of symmetry (D) orthogonal to the axial direction of the rigid axle (10) and by translational movement.

14. The rigid axle (10) according to any one of the preceding claims, It is characterized in that The rigid axle has a control device (54) electrically connected to the at least one electric energy converter (40) and / or an electric energy storage device electrically connected to the at least one electric energy converter (40).

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