Chassis for utility vehicle

Abstract

The invention relates to a chassis for a commercial vehicle, said chassis having a control arm (8) with a holder for attaching an axle element to the control arm (8). The aim of the invention is to allow the chassis to be adapted to different requirements in a simple manner. This is achieved in that the holder is designed as a connecting piece (20) which has a flange surface (22) on the holder side facing the wheel carrier (12), said flange surface being used to connect the connecting piece (20) to the wheel carrier (12) via a flange connection.

Description

[0001] The invention relates to a chassis for a commercial vehicle according to the preamble of claim 1 and to a commercial vehicle having a corresponding chassis according to the preamble of claim 10.

[0002] Document DE 10 2014 218 328 A1 discloses an axle unit in which an axle stub is connected to an axle tube via a cross member. The purpose of this structure is to enable a better supply of hydraulic fluid to the axle stub.

[0003] Document DE 10 2011 086 480 A1 discloses an axle unit for a commercial vehicle, in which a first and a second axle element are fixed to a connecting rod element. The connecting rod element has a connecting piece, via which it is connected to the second axle element. Since the second axle element is in the form of a stub axle and is connected to the connecting rod element in a spatially offset manner relative to the first axle element, the overall height and weight of the axle system can be reduced.

[0004] Document DE 10 2006 015 671 A1 discloses a vehicle axle body having two control arms, on the outside of which a wheel carrier for mounting a vehicle wheel is placed. The control arms are wider and higher in the attachment area of ​​the wheel carrier in order to form a connection there. The corresponding vehicle wheel is mounted on the wheel carrier. The wheel carrier is welded from the outside to a corresponding seat of the trailing arm.

[0005] The requirements placed on commercial vehicle chassis are becoming increasingly complex, as the chassis needs to be adapted more and more strictly to the specific use of commercial vehicles. Therefore, in addition to hydraulic drives, drum brakes and disc brakes are installed on commercial vehicles, and more recently electric drives are also being used in chassis for commercial vehicles, and for different superstructures and payloads, different wheel sizes and correspondingly sized bearings are required. In order to be able to meet these different requirements, special axles have to be produced for each application.

[0006] The invention solves the problem of creating a chassis for a commercial vehicle which enables the chassis to be adapted to different requirements in a simple manner.

[0007] For a chassis of the type in question, this problem is solved by the characterizing features of claim 1 , and for a commercial vehicle of the type in question, this problem is solved by the characterizing features of claim 10 .

[0008] The flange surface forms the interface between the control arm and the wheel carrier. While the control arm can remain the same for different requirements on commercial vehicles, the different requirements on the commercial vehicle chassis can be met by differently designed wheel hubs. Thus, the wheel hub can be connected to the control arm and, depending on the requirements, the wheel hub has no separate drive or is provided with a hydraulic, mechanical or electric drive, wherein the drive outputs can also differ from one another and may require components of different designs. Speed ​​change gears and reduction gears can also be arranged in the wheel hub. The different wheel hubs can also be provided with different braking systems and / or bearings of different sizes. The different wheel hubs form a kind of construction kit with which commercial vehicles, in particular truck trailers, can be individually provided with the components that the customer wants his trailer to be equipped with.

[0009] The advantage of the flange connection over the previously known welded connections is that the component connection can be established quickly and cost-effectively and also has a high load capacity. The assembly advantages result from the fact that in the connection area during assembly, no welding distortions occur. Furthermore, no deburring and repainting work is required in the connection area after assembly of the wheel carrier. Finally, any repair work that may become necessary is made considerably easier thanks to the flange connection.

[0010] In principle, the connecting element can be formed in a desired and suitable manner. The connecting element can be formed in the side wall of the control arm, for example by being formed in a specific manner, or by a flange plate connected to the control arm. In this case, the flange plate can be formed from one or more parts. It has a suitable shape that is compatible with the complementary contact surface of the wheel carrier. The connecting element can also be formed by a metal plate or a welded assembly that is placed on the control arm and firmly connected thereto. Through holes are formed in the material of the connecting element, through which bolts can be passed, by which the control arm is connected to the wheel carrier.

[0011] The control arms can be implemented in one or more parts. In the case of a single-part embodiment, they extend from the pivot bearing to the attachment area of ​​the axle as a welded assembly or as a single part cast as a steel casting. In the case of a multi-part embodiment, there are divisions between the individual parts of the control arm, where the individual parts are joined together to form the control arm.

[0012] According to a refinement of the invention, the connector is in the form of a tubular connector. Due to its shape, the tube is very strong in terms of the load acting on it. The connector can be a part of a cylindrical tube in particular. Therefore, they are easily suitable for transmitting the forces acting on the wheel when the commercial vehicle is running to the control arm and, through the control arm, to the frame of the commercial vehicle. The tube is also easy to purchase as a semi-finished product and can be cut to the appropriate length without difficulty. The end face of the tube used as the connector can be used to form a flange surface thereon. For this purpose, the end face of the tube can be formed and / or provided with a separate component as a flange surface in a suitable manner. In another part, for example, the side or end face of the tube can be welded to the adjacent part of the control arm or connected to it in another way. When using a tube as a connector, an additional advantage is generated, that is, the tube adjoins a cavity with its tube wall, which can be used to pass shafts, cables and other lines through it in order to connect the wheel bracket to a mechanical, electrical, hydraulic or pneumatic drive source and / or transmit electrical signals, such as signals from temperature and / or speed and / or wear sensors or control commands to actuators located in the wheel bracket.

[0013] According to one refinement of the invention, the flange surface is in the form of a flange ring which engages around the outside of the connection. The flange ring is a cost-effective and proven method for connecting highly loaded components together in a reliable and durable manner. When the flange ring engages around the outside of the connection, during assembly, the through-holes into which the bolts for connecting the wheel carrier and the control arm are inserted can be easily accessed from the outside.

[0014] According to one refinement of the invention, the wheel carrier has an axle stub shaft placed on the connecting piece and flange surface on the wheel side of the control arm, and the wheel bearing is mounted on the outer circumference of the axle stub shaft. The axle stub shaft carries the wheel bearing and transmits the forces acting on the corresponding wheel during driving to the control arm. The axle stub shaft has a suitable length and size. It can be implemented in a solid or hollow manner on the inside.

[0015] According to a development of the invention, the axle stub has a projection on its side facing the control arm, which, in the installed position of the axle stub, projects into a cavity formed in the connecting element, wherein the outer surface of the projection bears on the adjacent inner surface of the cavity in a form-fitting manner and the axle stub is thus supported on the inner wall of the connecting element in a centrally positioned manner. Due to the projection, the contact surface of the axle stub and the connecting element in contact with each other is increased. As a result, greater forces can be transmitted and the force transmission between the components is not limited to the flange surface. The projection can in particular be formed in an annular manner, thereby providing better support over the entire circumference of the axle stub.

[0016] According to one refinement of the invention, the connecting element has a shaped portion on its outer circumference, which, when the control arm and the connecting element are assembled, ensures that the connecting element is accurately positioned on the control arm and that the connecting element and the side plate of the control arm are connected in a form-fitting manner. This makes assembly easier, and the form-fitting connection ensures that the other connections between the connecting element and the control arm are free from loads.

[0017] According to one refinement of the invention, the axle stub has a cavity inside that extends along the length of the axle stub. The cavity can be open at its end face or sealed by a suitable seal. The cavity in the axle stub can be used to pass shafts, cables and other lines through it in order to provide a mechanical, electrical, hydraulic or pneumatic drive source for the wheel support and / or transmit electrical signals, such as signals from temperature and / or speed and / or wear sensors or control commands to actuators located in the wheel support.

[0018] According to a development of the invention, a drive shaft passes through a cavity in the axle stub, the drive shaft protruding beyond the wheel-side end of the axle stub at the wheel-side end face of the cavity and connected to the wheel there via an output. The output can be implemented, for example, as a cardan shaft. The wheel body with a hollow axle stub allows the drive shaft to pass through, thereby allowing the wheel connected to the wheel body to be mechanically driven. In this way, a chassis for a commercial vehicle can be provided with a separate drive device. In this case, the drive motor and / or the gear or differential belonging to the drive device can be arranged in particular under the frame of the commercial vehicle, in the area between the control arms.

[0019] According to one refinement of the invention, the drive shaft is supported by a bearing arranged in a cavity formed in the connecting piece. Since the drive shaft is supported separately or additionally by the bearing arranged in the cavity formed in the connecting piece, the drive shaft can run very smoothly. Since the bearing moves up and down with the connecting piece during the deflection or rebound movement of the chassis, the drive shaft always remains in a spatially appropriate position relative to the driven wheel. Therefore, the drive device is also very reliable. The bearing at the end of the drive shaft is also able to absorb forces and vibrations generated by the shaft attached on the drive side, thereby protecting the drive shaft from excessive stress.

[0020] It should be noted that the developments of the invention listed above can be combined individually, but also with each other with the subject matter of claim 1 and the remaining dependent claims, as long as this is not prevented by any technical obstacles and there are no mandatory dependencies.

[0021] Further modifications and improvements of the invention can be gleaned from the claims, the description and the drawings.

[0022] The invention will be explained in more detail below with reference to exemplary embodiments. In the drawings:

[0023] Figure 1 : shows an overall view tilted from below of an electric drive train installed in a commercial vehicle,

[0024] Figure 2 : shows an enlarged view of the chassis in a perspective view tilted from above,

[0025] Figure 3 : shows a bottom view of the chassis, and

[0026] Figure 4 : shows along Figure 3 Sectional view along line AA.

[0027] Figure 1 The utility vehicle 2 (in the form of a truck trailer) is shown in an overall view tilted from below, in which an electric drive train 200 is installed. The utility vehicle 2 has a vehicle frame 4, which in the exemplary embodiment is supported on the ground via three axle structures 6. The central axle structure 6 has the electric drive train 200, and the axles and the axles of the other two axle structures 6 have been omitted for the sake of simplicity of the drawing. In the front region, the utility vehicle 2 is placed on the semitrailer coupling of a semitrailer via a traction pin K (not shown in greater detail in the drawing) and is towed by the latter.

[0028] The chassis 6 each have a control arm 8 on opposite sides of the vehicle frame 4, each control arm 8 being connected to the vehicle frame 4 via a pivot bearing 10 arranged in a retaining device 16. Also fixed to each control arm 8 is a wheel bracket 12, to which a wheel of the commercial vehicle 2 can be screwed. At the end remote from the pivot bearing 10, the control arms 8 are also each supported on the vehicle frame 4 via a spring element 14. Thus, in the event of a spring movement, the control arm 8 rotates about the pivot bearing 10 and springs against the restoring force in the flexible spring element 14.

[0029] Figure 2 An enlarged view in a perspective view obliquely from above of the chassis 6 is shown. The control arm 8 is pivoted with its bearing eye 18 about the pivot bearing 10 in the holding device 16, as indicated by the double arrow. As a holding element for attaching the axle element to the control arm 8, a connecting piece 20 is arranged on the control arm 8 at a first distance from the bearing eye 18. At a second distance from the bearing eye 18, a support section 24 for connecting the control arm 8 to the spring element 14 is formed.

[0030] The connecting element 20 has, on its side facing the wheel carrier 12, a flange surface 22 by means of which the connecting element 20 is connected to the wheel carrier 12 via a flange connection. In this respect, the wheel carrier 12 forms an axle element within the meaning of the present invention. The connecting element 20 is in the form of a tubular connecting part. The flange surface 22 is in the form of a flange ring which engages around the outside of the connecting element 20.

[0031] Figure 3 A bottom view of the chassis 6 is shown. In this view, it is apparent that the connecting piece 20 protrudes outwards from the control arm 8. The flange surface 22 is designed to extend annularly around the connecting piece 20. In the exemplary embodiment, the control arms 8 are connected together via an axle 26. The axle 26 connects the control arms 8 in the region of the support section 24.

[0032] exist Figure 4 (which shows the Figure 3 ), it is apparent that the wheel carrier 12 has a connecting piece 20 placed on the wheel side of the control arm 8 and an axle stub shaft 28 on the flange surface 22, and the wheel bearing 30 is mounted on the outer periphery of the axle stub shaft 28.

[0033] The axle stub 28 has a protrusion 32 on its side facing the control arm 8, which, in the installed position of the axle stub 28, protrudes into a cavity 34 formed in the connecting piece 20, wherein the outer surface of the protrusion 32 is supported on the adjacent inner surface of the cavity 34 in a form-fitting manner, and the axle stub 28 is thus supported on the inner wall of the connecting piece 20 in a centrally positioned manner.

[0034] Furthermore, the axle stub 28 has a cavity 36 extending along the length of the axle stub 28 inside. The cavity 36 can be implemented in an open manner at its end face. A drive shaft 38 passes through the cavity 36 in the axle stub 28, the drive shaft protruding beyond the wheel-side end of the axle stub 28 at the wheel-side end face of the cavity 36 and connected to the wheel there via the output end. The drive shaft 38 is supported by a bearing 40 arranged in the cavity 34 formed in the connecting piece 20.

[0035] The present invention is not limited to the exemplary embodiments described above. A person skilled in the art will have no difficulty in modifying the exemplary embodiments in the manner they deem appropriate in order to adapt them to a particular application.

[0036] Reference numerals list

[0037] 2 Commercial vehicles

[0038] 4 Vehicle frame

[0039] 6 Chassis

[0040] 8 Control Arm

[0041] 10 Pivot bearing

[0042] 12 Wheel bracket

[0043] 14 Spring element

[0044] 16. Holding device

[0045] 18 Bearing eye

[0046] 20 Connectors

[0047] 22 Flange surface

[0048] 24 Supporting part

[0049] 26 Axles

[0050] 28 Axle stub

[0051] 30 Wheel bearings

[0052] 32 Protrusion

[0053] 34 Cavity

[0054] 36 Cavity

[0055] 38 Drive shaft

[0056] 40 Bearings

[0057] 200 Electric drive system

[0058] K traction pin

Claims

1. A chassis (6) for a commercial vehicle (2), the chassis having a control arm (8), the control arm (8) having a bearing eye (18) at a first end, the bearing eye (18) being used to pivotally mount the control arm (8) in a holding device (16) on a vehicle frame, having a holder for attaching an axle element to the control arm (8) at a first distance from the bearing eye (18), and having a support portion (24) for connecting the control arm (8) to a spring element (14) at a second distance from the bearing eye (18), characterized in that The retaining element is in the form of a connecting element (20) which has a flange surface (22) on its side facing the wheel carrier (12), via which the connecting element (20) is connected to the wheel carrier (12) via a flange connection.

2. The chassis (6) according to claim 1, characterized in that The connector (20) is in the form of a tubular connecting portion.

3. The chassis (6) according to claim 1 or 2, characterized in that: The flange surface (22) is in the form of a flange ring which engages around the exterior of the connection piece (20).

4. Chassis (6) according to any one of the preceding claims, characterized in that The wheel carrier (12) has the connecting piece (20) placed on the wheel side of the control arm (8) and the axle stub shaft (28) on the flange surface (22), and a wheel bearing (30) is mounted on the outer periphery of the axle stub shaft (28).

5. The chassis (6) according to claim 4, characterized in that The axle stub (28) has a projection (32) on its side facing the control arm (8), which, in the installed position of the axle stub (28), projects into a cavity (34) formed in the connecting piece (20), wherein the outwardly facing surface of the projection (32) bears in a form-fitting manner on the adjacent inner surface of the cavity (34), and the axle stub (28) is thus supported in a centrally located manner on the inner wall of the connecting piece (20).

6. The chassis (6) according to claim 4 or 5, characterized in that The connecting member (20) has a molding portion on its outer periphery, and the molding portion ensures that the connecting member (20) is accurately positioned on the control arm (8) when the control arm (8) and the connecting member (20) are assembled, and the side plate of the control arm (8) and the connecting member (20) are connected in a form-fitting manner.

7. A chassis (6) according to any one of claims 4 to 6, characterised in that The axle stub (28) has a cavity (36) inside which extends along the length of the axle stub (28), wherein the cavity (36) is open at its end face.

8. The chassis (6) according to claim 7, characterized in that A drive shaft (38) passes through the cavity (36) in the axle stub (28), protrudes beyond the wheel-side end of the axle stub (28) at the wheel-side end face of the cavity (36), and is connected to the wheel there via an output end.

9. The chassis (6) according to claim 8, characterized in that The drive shaft (38) is supported by a bearing (40) disposed in the cavity (34) formed in the connector (20).

10. A commercial vehicle (2) having a chassis (6), the chassis (6) having a control arm (8), the control arm (8) having a bearing eye (18) at a first end, the bearing eye (18) being used to pivotally mount the control arm (8) in a holding device (16) on a vehicle frame, having a connection piece (20) for attaching an axle body to the control arm (8) at a first distance from the bearing eye (18), and having a support section for connecting the control arm (8) to an air spring element at a second distance from the bearing eye (18), characterized in that The chassis (6) is designed according to the characterizing features of claims 1 to 9.

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