Lane guiding system

Abstract

The invention relates to a lane guidance system (10) for guiding and stabilizing an axle along a lane, comprising Watt link means for connecting the axle in a relatively movable manner to an underside (x) of a chassis. Wherein the Watt link arrangement has at least two Watt links (20), the guide directions (F) of which coincide and are arranged in the transverse direction (Q), and a guide element (30) for guiding the axle in a straight line in the guide direction (F). According to the invention, the Watt link (20) is fixed by its longitudinal ends (22, 24) to the guide element (30) and to the chassis, the guided axle being a trailer axle (A) of a semitrailer.

Description

Technical Field

[0001] The invention relates to a track guide system for guiding and stabilizing a vehicle axle along a track according to the preamble of claim 1 , and to a semitrailer axle having such a track guide system. Background Art

[0002] Track guides for guiding axles along tracks and relative to the chassis are common knowledge both in the passenger car sector and in the truck sector. They are primarily used to absorb and transmit the forces relevant to driving dynamics and to stabilize the tracking of the wheel and axle suspension during driving.

[0003] In the field of passenger cars, it is known to use the Watt mechanism, named after the inventor James Watt, to guide and stabilize the axles. In this case, the Watt mechanism forms a coupling mechanism for converting the type of movement, which consists of at least two Watt rods and a guide element (also called: Watt parallelogram, Watt connecting rod or Watt cross). The guide element is rotatably arranged on the guided axle. The Watt rod is arranged in a transverse direction parallel to the guided axle. In this case, the Watt rod is connected to the vehicle body on the one hand via its longitudinal ends and to the guide element on the other hand. Through the guide element, they convert the rotational pivoting movement in the plane into an approximately linear movement. As a result, the axle can always be guided linearly in the guide direction of the Watt rod despite the loads relevant to driving dynamics. The Watt mechanism is used in various ways on passenger cars with rigid axles or torsion beam axles for wheel and track guidance to prevent longitudinal or transverse movement of the axle and to improve driving dynamics.

[0004] In the truck and commercial vehicle sector, rigid axles are used in almost all vehicle types. Fundamentally, a rigid axle suspension is a mechanism with two degrees of freedom, in which the wheels on one axle are connected to each other via a rigid axle body. In this case, the axle body is guided relative to the chassis and body via leaf springs, connecting rods and joints. Track guidance of the axle is usually achieved by means of a "Panhard rod". The Panhard rod serves for the lateral guidance of the axle. Due to this function, the Panhard rod is also often referred to as a "transverse link". A tractor-trailer (semi-trailer truck) is a device consisting of a semi-trailer tractor and a semitrailer (hereinafter referred to as trailer) connected to it. A semi-trailer tractor is a vehicle derived from a truck, which has a fifth wheel for connecting the trailer instead of a loading surface. The axles of the semi-trailer tractor are usually guided by means of a Panhard rod, while the trailer is usually a three-axle design and usually does not have any track guidance, because these axles are only passively followed and are not used for drive purposes.

[0005] The disadvantage here is that the lack of a rail guide on the trailer axle leads to unwanted vibrations of the trailer axle and to increased tire wear and damage to the bearing units of the connecting rods and joints. In addition, this has a negative impact on the durability of the functional connecting rod and the entire axle suspension. This is particularly true if one of the trailer axles is a driven axle, for example, equipped with an electric auxiliary drive. In bad weather conditions and when there are road irregularities or gradients, this can even lead to dynamic instability of the driven trailer axle. The analogous use of a Panhard rod for the rail guide of the trailer axle does not help. The disadvantage is that rail guides with a Panhard rod are only possible within a very narrow range of ride heights, but the trailer must be adapted to different ride heights depending on the situation. In addition, in the case of guidance with a Panhard rod, the vertical movement of the axle does not take place vertically and in a straight line. On driven trailer axles, however, an almost vertical and straight guide is necessary. Summary of the invention

[0006] The object of the present invention is therefore to overcome these and other disadvantages of the prior art and to provide an improved rail guide system which is constructed in a cost-effective and compact manner using simple means and which allows substantially vertical and rectilinear vertical or height-related movements during axle guidance. The device should contain as few individual components as possible which can be arranged on the underside of the chassis without taking up a lot of space. Furthermore, the system should be able to adapt to the different ride heights required in the trailer sector.

[0007] The essential features of the invention are given in the characterizing part of claim 1. Claims 2 to 15 relate to developments of the invention.

[0008] In a track guide system for guiding and stabilizing an axle along a track, the system comprises a Watt's linkage for relatively movably connecting the axle to the underside of a chassis, wherein the Watt's linkage has at least two Watt's rods, whose guiding directions are identical and arranged in the transverse direction, and the Watt's linkage also has a guide element for linearly guiding the axle in the guiding direction. According to the invention, it is envisaged that the Watt's rods are fixed by their longitudinal ends to the guide element and the chassis, wherein the guided axle is a trailer axle of a semitrailer.

[0009] Due to the structural design of the Watt linkage and the mechanical connection between the trailer axle, guide element, Watt bar and chassis, the trailer axle can be guided almost vertically and in a straight line in the guide direction. Due to the principle involved, greater height differences can be achieved when guiding the axle via a Watt mechanism than when using a Panhard bar. The ride height variation of the rail guide system also benefits from other technical features of the individual components. These are explained in more detail below.

[0010] The invention is based on the recognition that the driven axle of a semitrailer, that is to say the trailer axle, must be guided. In addition to lateral guiding forces and relatively low braking torques, the trailer axle must also be able to absorb additional drive torques and forces due to its drive function. Furthermore, the drive unit significantly increases the mass of the axle, so that without a rail guidance system, a driven trailer axle cannot be towed like a conventional trailer axle without a drive unit.

[0011] Therefore, one embodiment of the invention envisages that the trailer axle is the drive axle. The guided trailer axle preferably comprises a motor-transmission unit, wherein the motor-transmission unit of the trailer axle is dimensioned to form a smaller auxiliary drive for the larger main drive of the semitrailer tractor.

[0012] The rail guide system is preferably arranged parallel to the driven trailer axle, wherein the rail guide system is adapted to the geometry of the three-axle trailer. This facilitates precise force transmission, especially in the transverse direction of the axle, and creates a mechanical balance. Overall, secondary loads in relation to the axle are suppressed.

[0013] The proposed system does not have to be adapted specifically to trailer axles. In principle, the system can be applied to single-sided supported running gear assemblies including a functional link. In this case, many different fixing and arrangement variants of the system can be realized. In one specific embodiment of the invention, the guided axle can be, for example, a drawbar trailer axle. In another embodiment, the guided axle can be a trolley axle. This can involve a main drive axle and / or a driven driven axle and / or a driven steering axle.

[0014] According to a preferred variant embodiment, at least two Watt rods are arranged spaced apart from each other along their common guide direction, wherein the Watt rods are arranged transversely offset relative to their common guide direction. The provision of at least two spaced-apart Watt rods has the following advantages in particular: in addition to being able to linearly guide the trailer axle in the guide direction (which can be achieved by a single Watt rod), it is also possible to suppress so-called rolling or, where applicable, pitching movements. This is because the Watt rods spaced apart between the chassis bottom surface and the trailer axle can not only transmit lateral forces (like a single Watt rod), but also, due to the spacing between the two Watt rods acting as a lever arm, can also transmit torques, such as rolling torques. That is, based on this variant embodiment, the track guide system can transmit torques in addition to guiding the trailer axle in a straight line. As a result, unnecessary rotational movements of the trailer axle around at least one of its main axes can be effectively suppressed. The transversely offset arrangement relative to their common linear guide direction also allows the Watt rod arrangement to be arranged in a particularly compact and space-saving manner, while increasing the design freedom of the Watt rods in terms of shape and spatial arrangement.

[0015] According to another preferred embodiment, the Watt rod is designed to be adjustable in length in the transverse direction, wherein the Watt rod has an adjusting element for adjusting its length. This is because, depending on the trailer or semitrailer tractor connected thereto, different requirements may be made with regard to the effectiveness, width or track width of the arrangement. The adjusting element provides the possibility of simply and quickly adjusting or adapting the track width and effectiveness of the Watt linkage without first having to disassemble it. Furthermore, this provides the possibility of centering the rail guide system on the trailer axle and guiding it into the correct position during assembly. At the same time, the adjustability of the Watt rod compensates for production tolerances, which in turn has a positive effect on manufacturing costs and manufacturing effort.

[0016] In this context, the adjustment element is preferably designed as a rotating nut and is arranged in the center of the Watt rod, wherein the part of the Watt rod adjacent to the rotating nut is provided with a counterthread. The combination of the counterthread of the Watt rod and the rotating nut represents a very simple and cost-effective variant of the adjustment function. Due to the central arrangement, equal distances are obtained on the left and right sides of the rotating nut, so that the Watt rod can be adjusted evenly. As an alternative, for example, milled engagement surfaces can also be provided, which serve as adjustment elements.

[0017] The guide element is preferably fixed substantially in the center of the axle. In this way, a mechanical balance is established and secondary loads due to offset and lever arm effects are suppressed to a great extent. In order to ensure the above-mentioned ride height changes and to guide any possible vertical position of the trailer axle, the guide element is preferably of oval design and has a center opening. This center opening is suitable for supporting the guide element on a corresponding mounting element and is preferably arranged aligned with the axis of the guide direction. The center opening of the guide element moves linearly in the guide direction. In this case, the center opening of the guide element is preferably provided with a groove for lubricating the rotatable support of the guide element.

[0018] In this case, the width of the oval guide element at the central opening is preferably the largest, and the oval guide element has narrow ends extending in the vertical direction and in the guiding direction. Due to the wider design of the guide element in the center, the torque transmission and calibration of the Watt rod along its linear guiding direction are improved. With this embodiment, the precise alignment and geometric adaptation of the guide element are also predetermined. Since the narrow end of the guide element is aligned with the vertical direction or the guiding direction of the Watt rod, the track guide system can cover all changes in the driving height of the trailer. Usually, depending on the adjustment of the chassis, a maximum height difference of 300 mm relative to the standard height of the initial position of the trailer must be achieved by the track guide system. The oval shape and the design of the narrow end in the vertical direction ensure that the track guide system can still be used in the case of height changes of up to 300 mm. This embodiment ensures that the trailer axle can be stably guided at all times, even in the "emergency driving mode" of the trailer or semi-trailer truck, and during the connection process, through very steep ramps, etc.

[0019] According to another preferred embodiment, the invention envisages that the inner longitudinal end of the Watt rod is rotatably and pivotably fixed to the narrow end of the guide element by means of a spherical bearing, wherein the outer longitudinal end of the Watt rod is rotatably and pivotably fixed to the bottom surface of the chassis by means of a spherical bearing. With this support, the Watt rod can rotate around its own axis while providing the required pivoting movement in the guide direction. Overall, this helps to realize the Watt mechanism so that the trailer axle can be guided linearly in the guide direction in a limited and relatively movable manner relative to the bottom surface of the chassis. In addition, this embodiment is particularly advantageous with regard to the circular movement of the trailer axle when setting different driving heights. With the help of the degrees of freedom provided, the Watt rod is able to compensate for the loads acting on the trailer axle due to the circular movement.

[0020] According to an alternative variant embodiment, the joint bearings of the Watt rods are located substantially in the same motion plane. That is, the joint bearings of the Watt rods are positioned in such a way that the positions of all joints determine the motion plane, or all joints of at least two Watt rods are located substantially in the same plane. This variant embodiment has the advantage that mechanical stresses can be avoided, or in this way secondary torques and forces that could be generated if there is any spacing between the motion planes of different Watt linkages can be prevented.

[0021] According to a preferred embodiment, two fixing brackets are arranged in the outer longitudinal end area of ​​the Watt rod, and the fixing brackets are arranged perpendicular to the bottom surface of the chassis. In this case, the fixing bracket preferably has a groove, and the shape of the groove of the fixing bracket matches the corresponding chassis part on the bottom surface of the chassis. The fixing bracket arranged perpendicular to the bottom surface of the chassis connects the Watt rod to the chassis and serves as a reinforcing intermediate element. Due to the vertical arrangement of the fixing bracket, for example, the Watt rod can be fixed by a simple bolt support device without negatively affecting the movement required by the Watt mechanism. Due to the shape matching of the groove, the fixing bracket can actually be installed on the appropriately corresponding chassis part in a form-fitting manner. After the fixing bracket is installed, it can be selected to be fixed to the corresponding axle bracket of the chassis and the third axle of the trailer by form matching, which is advantageous. In general, the fixing bracket according to this embodiment can be integrated into the bottom surface of the chassis without any problems.

[0022] The outer longitudinal ends of the Watt rod are preferably rotatably and pivotably mounted in a fixed bracket via a spherical bearing, wherein the fixed bracket has a reinforcing strut extending diagonally to the entire height of the fixed bracket. This increases the mechanical strength and rigidity of the fixed bracket in particular, so that forces can be accurately transmitted in the direction of the Watt linkage. It is also preferred that the fixed brackets are designed identically. This provides a variety of possibilities for aligning the track guide system. In this case, the fixed bracket preferably has a U-shaped profile. The U-shaped profile helps the fixed bracket to be mounted on the chassis and to be materially bonded to the chassis. At the same time, the U-shaped profile provides sufficient space for an articulated mounting of the Watt rod.

[0023] According to a preferred embodiment, the fixing bracket is made of a material with high tensile strength, in particular S500 structural steel. In particular during operation of the rail guide system, the fixing bracket is subject to extremely high mechanical stresses. Due to its high tensile strength, the fixing bracket is also able to withstand high transverse and lateral guide forces. This reduces the risk of breakage and prevents bending.

[0024] According to a preferred variant embodiment, an axle bridge for mechanically supporting the trailer axle and accommodating the guide element is provided, the axle bridge having vertical projections in the vertical direction on its longitudinal side. Here, the axle bridge mainly serves as a reinforcement element for the trailer axle, increasing the rigidity and strength of the trailer axle. In this case, the axle bridge is preferably arranged parallel to the trailer axle, wherein the vertical projections are substantially triangular. The vertical projections further strengthen the axle bridge and at the same time provide a favorable mounting material for other elements (such as the guide element).

[0025] In a preferred embodiment, the invention envisages that the axle bridge is designed as a rectangular tube profile, wherein the rectangular tube profile comprises an internal frame to reinforce the axle bridge. The tube profile and the internal frame of the axle bridge increase the rigidity and mechanical strength of the axle bridge. At the same time, the overall weight of the track guide system is reduced. Other tube profile shapes with an internal frame can also be considered. In this case, the decisive factors for the selection of the profile are primarily the manufacturing effort and the production costs. In this case, the internal frame of the axle bridge can preferably have transverse, longitudinal and / or diagonal struts. These struts reinforce the axle bridge and, most importantly, increase the mechanical bending strength and torsional rigidity.

[0026] According to a preferred embodiment, the guide element is fixed to the axle bridge, wherein the guide element is arranged essentially in the center of the axle bridge. This makes it possible to combine the advantageous mechanical effects of the axle bridge with the precise linear guidance of the trailer axle in the guide direction. The guide element is preferably rotatably mounted on the axle bridge. This enables the guide element to absorb torques relevant to driving dynamics in addition to forces relevant to driving dynamics. These torques may act on the guide element and the trailer axle in the form of rolling movements of the trailer, for example. The rotatable mounting of the guide element thus relieves the trailer axle from loads, since it absorbs forces and torques relevant to driving dynamics and thus prevents loads from being transmitted to the trailer axle. The above-mentioned central opening in the guide element can advantageously be used to accommodate suitable bearing elements.

[0027] Against this background, another preferred variant embodiment of the present invention envisages that the axle bridge has a bearing journal arranged essentially perpendicular to the trailer axle for rotatably supporting the guide element, wherein the bearing journal is arranged aligned with the central longitudinal axis of the vehicle. It is particularly preferred here that the bearing journal passes through the vertical projection of the axle bridge and the guide element fixed to the axle bridge in the longitudinal direction. In this case, the bearing journal preferably passes through the central opening of the guide element. This represents a particularly compact and robust construction of the Watt linkage, which contributes to the uniform absorption of torque at the guide element. The bearing journal is preferably of cylindrical design. This enables the bearing journal to be supported in the opening of the vertical projection and to pass through the central opening of the guide element.

[0028] As a preferred option, the two lateral functional links are fixed to the chassis underside in the longitudinal direction, and the axle bridge is arranged between the lateral functional links in the transverse direction. In this case, the axle bridge is preferably fixed to the spring bracket of the functional links. The spring bracket mainly serves as a support surface for the trailer spring-damper unit. Usually, pneumatic bellows springs are used on trailers to damp the masses of the chassis and the body. As a preferred option, the ends of the element to be fixed and the axle bridge are superimposed and fixed at the spring bracket, wherein the axle bridge connects the two functional links in the transverse direction. From a mechanical point of view, this represents a particularly strong, reliable and compact way of connecting the axle elements.

[0029] In order to provide additional support for the trailer axle in the longitudinal and transverse direction and to assist the Watt mechanism during the linear guidance of the axle, the axle bridge is preferably provided with a base body facing the trailer axle, in which at least two, in particular four, support links are provided, which connect the base body to the bottom surface of the chassis. The support links are mainly used to cope with camber angles and stabilize the trailer axle. In this case, the support links are preferably rotatably and pivotably fixed to the base body and the functional link via a spherical bearing. In this case, the support links extend in the longitudinal, transverse and vertical directions. By means of the articulated mounting of the support links, the movement of the bearing journal along a circular path or a three-dimensional trajectory is supported during the guidance of the trailer axle. The rotatable and pivotable articulated mounting simultaneously ensures a simple and reliable fixing of the support links on the base body and the functional link. The spherical bearing on the base body can preferably be a rubber-metal joint containing an elastomer. This reduces the torsional stiffness of the trailer axle, thereby establishing a better contact with the road surface. In general, the axle bridge is preferably arranged in the longitudinal direction between the base body and the Watt linkage, wherein the base body is arranged on the longitudinal side of the axle bridge facing the trailer axle to be guided.

[0030] According to an alternative embodiment, the rail guide system is of inverse design, in which the bearing journal is fixed directly between two chassis longitudinal beams and the guide element is rotatably fixed to the bearing journal. In this case, a crossbeam is provided, which on the one hand accommodates the bearing journal for rotatably supporting the guide element and on the other hand is connected to the chassis bottom surface. The crossbeam preferably has a U-shaped profile in the area supporting the bearing journal to simplify the installation of the bearing journal. The crossbeam is preferably of trapezoidal design and has a trapezoidal recess. In this embodiment, the structure of the above-mentioned system components is essentially the same, while in the inverse embodiment, the Watt rod is not fixed to the chassis bottom surface by a fixing bracket. Instead, two mounting points are provided for the outer longitudinal end of the Watt rod on the trailer axle side. The inner longitudinal end of the Watt rod is connected to the guide element. In this case, the mounting point of the outer longitudinal end of the Watt rod can preferably be formed on the functional link and at the height of the Watt rod. A significant advantage of this embodiment is that the installation space in the area of ​​the trailer axle and the rail guide system is significantly increased, which makes it easier to install the corresponding components. In this case, the motor-transmission unit and the axle arrangement can be purchased externally as a ready-made series component and adapted via the rail guide system and the trailer axle. One of the two mounting points preferably extends in the vertical direction in order to set the height difference between the two Watt rods. In this embodiment, all longitudinal ends of the Watt rod are also rotatably and pivotably fixed via spherical bearings. All other embodiment details described above can also be applied to this reverse variant as long as the different connection of the outer longitudinal ends of the Watt rod and the realization of the Watt mechanism are retained. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Further features, details and advantages of the present invention will become apparent from the formulation of the claims and from the following description of exemplary embodiments with reference to the accompanying drawings, in which:

[0032] Figure 1 A schematic oblique view of a rail guide system for a trailer axle according to the invention is shown in an assembled position;

[0033] Figure 2 A schematic, separate illustration of a rail guide system for a trailer axle according to the invention is shown in a disassembled position;

[0034] Figure 3a A schematic front view of a track guide system for a trailer axle according to the invention is shown in a standard ride height position;

[0035] Figure 3b A schematic front view of a rail guide system for a trailer axle according to the invention is shown in a maximally raised ride height position;

[0036] Figure 4 A schematic oblique view of an alternative (reverse) embodiment of a track guide system for a trailer axle is shown in the assembled position. DETAILED DESCRIPTION

[0037] Figure 1 The track guide system, generally indicated at 10, for guiding and stabilizing a trailer axle A (not shown in detail) along the track comprises a Watt's linkage arrangement aligned in a transverse direction Q for relatively movably connecting the trailer axle A to the bottom surface x of a chassis (not shown). This is the driven trailer axle A of the semitrailer truck. The track guide system 10 is arranged parallel to the driven trailer axle A and is adapted to the geometry of the three-axle trailer. The trailer axle A comprises a motor-transmission unit (not shown), the dimensions of which are designed to form a smaller auxiliary drive for the larger main drive of the semitrailer tractor.

[0038] The Watt linkage has two Watt rods 20, which have the same guiding direction and are arranged in the transverse direction Q, and a guide element 30 for linearly guiding the trailer axle A in the guiding direction of the Watt rods 20. Here, the Watt rods 20 are fixed to the guide element 30 and the trailer chassis by their longitudinal ends. As shown in the figure, two vertically arranged fixing brackets 60 with grooves 62 are provided on the chassis bottom surface x, and the fixing brackets 60 are simply installed and welded to the corresponding chassis parts in a form-fitting manner through these grooves. Therefore, the shape of the groove 62 matches the corresponding part of the chassis bottom surface x. In order to enhance the mechanical strength, the fixing bracket is also provided with diagonally arranged reinforcing struts 61, which are designed as U-shaped profiles.

[0039] It can also be seen that an axle bridge 40 is provided for mechanically supporting the trailer axle A and accommodating the guide element 30, and the axle bridge 40 has a vertical protrusion 42 on its longitudinal side along the vertical direction H. In this case, the axle bridge is arranged parallel to the trailer axle A, and the vertical protrusion 42 is basically triangular. The guide element 30 is basically fixed at the center position of the axle bridge 40 and the trailer axle A.

[0040] In order to accommodate and rotatably support the guide element 30, the axle bridge 40 has a bearing journal 45, which is arranged substantially perpendicular to the trailer axle A, is cylindrical, and is arranged aligned with the central longitudinal axis of the vehicle. Here, the bearing journal 45 passes through the vertical protrusion 42 of the axle bridge 40 and the guide element 30 fixed to the axle bridge 40 in the longitudinal direction L.

[0041] The two lateral functional links 50 are fixed to the chassis bottom surface x in the longitudinal direction L, and the axle bridge 40 is arranged between the lateral functional links 50 in the transverse direction Q. At this time, the axle bridge 40 is fixed to the spring bracket 52 of the functional link 50 .

[0042] In order to provide additional support for the trailer axle A in the longitudinal and transverse direction, the axle bridge 40 is provided with a base body 43 and at least two supporting links 44 for connecting the base body 43 to the chassis bottom surface x. The supporting links 44 extend in the longitudinal, transverse and vertical directions L, Q, H. With respect to the longitudinal direction L, the axle bridge 40 is arranged between the base body 43 and the Watt linkage, wherein the base body 43 is arranged on the longitudinal side of the axle bridge 40 facing the guided trailer axle A.

[0043] Recombination Figure 2 It can be clearly seen that the bearing journal 45 penetrates the guide element 30 through the central opening 31 of the guide element 30 and supports the guide element 30 rotatably.

[0044] The guide element 30 is oval in design and has a narrow end 32 extending in the vertical direction H and the guide direction F. The Watt rod 20 has an inner longitudinal end 22 and an outer longitudinal end 24. Here, the inner longitudinal end 22 of the Watt rod 20 is rotatably and pivotably fixed to the narrow end 32 of the oval guide element 30 via a spherical bearing 26. The outer longitudinal end 24 of the Watt rod 20 is also rotatably and pivotably fixed to the fixing bracket 60 via a spherical bearing 26, and is then fixed to the chassis bottom surface x. Figure 1 The support link 44 shown in FIG. 1 is also rotatably and pivotably fixed to the base body 43 and the chassis bottom surface x by means of similar spherical bearings. The spherical bearings 26 of the Watt rod 20 are located substantially in the same movement plane.

[0045] like Figure 2As further shown in detail in FIG. 1 , the Watt rod 20 is designed to be adjustable in length in the transverse direction Q, and the Watt rod 20 has an adjusting element 27 for adjusting its length. The adjusting element 27 is designed as a rotating nut and is arranged at the center of the Watt rod 20, and the portion of the Watt rod 20 adjacent to the rotating nut is provided with a reverse thread (not shown).

[0046] Figure 3a and Figure 3b It is mainly used to illustrate the ride height change of the track guide system 10. At least two Watt rods 20 are arranged spaced apart from each other along their common guide direction F, and the Watt rods 20 are arranged transversely offset relative to their common guide direction F.

[0047] Here, Figure 3a The position of the track guide system 10 when the trailer is at a standard driving height is schematically shown. Figure 3b In the example, a maximum ride height difference of 300 mm relative to the standard ride height is set, that is, the trailer chassis is raised by 300 mm relative to the standard ride height. As shown in the figure, the central opening 31 of the guide element 30 and the bearing journal 45 continuously move linearly on the guide axis or in the guide direction F and are perpendicular to the chassis bottom surface x.

[0048] Figure 4 An alternative reverse variant embodiment of the track guide system is shown. It differs from the basic embodiment of the invention in some technical details. As shown, the bearing journal 45 is directly fixed between two chassis longitudinal beams 74. According to this variant embodiment, no axle bridge structure is required. Instead of the axle bridge 40 and the fixing bracket 60, a crossbeam 70 is provided, which provides support and connection for the track guide system 10 or the guide element 30 and the Watt rod 20.

[0049] The guide element 30 is rotatably fastened on the bearing journal 45. Here, on the one hand, the crossbeam 70 accommodates the bearing journal 45 for rotatably supporting the guide element 30 and, on the other hand, the crossbeam 70 is connected to the chassis underside x via a chassis longitudinal beam 74.

[0050] The crossbeam 70 also has a U-shaped profile 73 in the area supporting the bearing journal 45 to simplify the installation of the bearing journal 45. The crossbeam 70 is designed in a trapezoidal shape and has a trapezoidal groove 71. At this time, the shorter sides of the trapezoidal crossbeam 70 and the trapezoidal groove 71 are aligned in the direction of the road surface.

[0051] For supporting and positioning the Watt rod 20, two mounting points 72 are provided for the outer longitudinal end 24 of the Watt rod 20. As in the basic embodiment, the inner longitudinal end 22 of the Watt rod 20 is connected to the guide element 30. Here, the mounting points 72 at the outer longitudinal end 24 of the Watt rod 20 are formed on the functional link 50 and at the height of the Watt rod 20. As shown in the figure, the left mounting point 72 extends in the vertical direction H in order to set the height difference between the two Watt rods 20.

[0052] exist Figure 4 In the reverse embodiment shown, the structures of the other above-mentioned system components are basically the same. Figure 4 In the alternative variant embodiment shown, all longitudinal ends 22, 24 of the Watt lever 20 are likewise rotatably and pivotably fixed by means of spherical bearings 26. As long as the connection via the crossbar 70 and the arrangement of the Watt mechanism are retained, all other configuration details described above can also be applied to this reverse variant.

[0053] The invention is not limited to the above-described specific embodiment, but can be modified in many different ways. For example, multiple Watt rods and / or guide elements can be provided in various variant embodiments. As another option, the bearing journal can be supported directly by the chassis without the need for a shaft bridge.

[0054] In general, the rail guide system according to the invention can be used to guide axles along rails and relative to the underbody. The system is fundamentally suitable for guiding and stabilizing single-sided running gear assemblies, including semitrailers, drawbar trailers, dollies or commercial vehicles, which contain functional links. In this case, the system can especially guide main drive axles, driven driven axles and driven steering axles. In particular, the rail guide system according to the invention is used to guide and stabilize drive trailer axles.

[0055] All features and advantages arising from the claims, the description and the drawings, including design details, spatial arrangements and method steps, may be essential to the invention either alone or in several different combinations.

[0056] Reference numerals list

[0057] x: bottom surface of the chassis

[0058] A: Trailer axle

[0059] L: vertical direction

[0060] H: vertical direction

[0061] Q: Horizontal direction

[0062] F: (Straight line) guide direction

[0063] 10: Track guidance system

[0064] 20: Watt Rod

[0065] 22: Inner longitudinal end

[0066] 24: Outer longitudinal end

[0067] 26: Spherical bearing (three-dimensional)

[0068] 27: Adjustment element

[0069] 30: Guide element

[0070] 31: Center opening

[0071] 32: Narrow end

[0072] 40: Axle bridge

[0073] 42: Vertical raised part

[0074] 43: Matrix

[0075] 44: Support connecting rod

[0076] 45: Bearing journal

[0077] 50: Functional connecting rod

[0078] 52: Spring bracket

[0079] 60: Fixed bracket

[0080] 61: Strengthen the support rod

[0081] 62: Groove

[0082] 70: Beam

[0083] 71: groove (of beam)

[0084] 72: Mounting point

[0085] 73: U-shaped profile (at the bearing journal)

[0086] 74: Chassis longitudinal beam

Claims

1. A track guide system (10) for guiding and stabilizing an axle along a track, the track guide system (10) comprising a Watt's linkage for relatively movably connecting the axle to a bottom surface (x) of a chassis, wherein: The Watt linkage device has at least two Watt rods (20), the guide directions (F) of the at least two Watt rods are consistent and are arranged along the transverse direction (Q), wherein the Watt linkage device also has a guide element (30), and the guide element (30) is used to linearly guide the axle along the guide direction (F), characterized in that the Watt rod (20) is fixed to the guide element (30) and the chassis through its longitudinal ends (22, 24), wherein the guided axle is a trailer axle (A) of a semitrailer.

2. The track guide system according to claim 1, characterized in that: The guided trailer axle (A) comprises a motor-transmission unit, wherein the motor-transmission unit of the trailer axle (A) is dimensioned to form a smaller auxiliary drive for the larger main drive of the semitrailer tractor.

3. The track guide system according to claim 1 or 2, characterized in that: The Watt rods (20) are arranged spaced apart from one another along their common guide direction (F), wherein the Watt rods (20) are arranged offset transversely to their common guide direction (F).

4. A rail guide system according to any one of the preceding claims, characterized in that The Watt rod (20) is designed to be adjustable in length in the transverse direction (Q), wherein the Watt rod (20) has an adjusting element (27) for adjusting its length.

5. The rail guide system according to any one of the preceding claims, characterized in that The guide element (30) is of oval design, wherein the guide element (30) has a central opening (31).

6. The track guide system according to claim 5, characterized in that: The elliptical guide element (30) is designed to be widest at the height of the central opening (31), wherein the elliptical guide element (30) has a narrow end (32) extending in the vertical direction (H) and in the guide direction (F).

7. The track guide system according to claim 6, characterized in that: The inner longitudinal end (22) of the Watt rod (20) is rotatably and pivotably fixed to the narrow end (32) of the guide element (30) via a joint bearing (26), wherein the outer longitudinal end (24) of the Watt rod (20) is rotatably and pivotably fixed to the bottom surface (x) of the chassis via the joint bearing (26).

8. A rail guide system according to any one of the preceding claims, characterized in that Two fixing brackets (60) are arranged in the region of the outer longitudinal end (24) of the Watt rod (20), wherein the fixing brackets (60) are arranged perpendicular to the bottom surface (x) of the chassis.

9. The track guide system according to claim 8, characterized in that: The fixing bracket (60) has a groove (62), wherein the shape of the groove (62) matches the corresponding chassis portion on the bottom surface (x) of the chassis.

10. The rail guide system according to any one of the preceding claims, characterized in that An axle bridge (40) is provided for mechanically supporting the trailer axle (A) and for accommodating the guide element (30), wherein the axle bridge (40) has a vertical projection (42) on its longitudinal side in the vertical direction (H).

11. The track guide system according to claim 10, characterized in that: The guide element (30) is fixed to the axle bridge (40), wherein the guide element (30) is arranged substantially in the center of the axle bridge (40).

12. The track guide system according to claim 10 or 11, characterized in that: The axle bridge (40) has a bearing journal (45) arranged substantially perpendicularly to the trailer axle (A) for rotatably supporting the guide element (30), wherein the bearing journal (45) is arranged aligned with a central longitudinal axis of the vehicle.

13. The track guide system according to claim 12, characterized in that: The bearing journal (45) passes through the vertical projection (42) of the shaft bridge (40) and the guide element (30) fixed to the shaft bridge (40) in the longitudinal direction (L).

14. The track guide system according to any one of claims 10 to 13, characterized in that: Two lateral functional links (50) are fixed to the bottom surface (x) of the chassis in the longitudinal direction (L), wherein the axle bracket (40) is arranged between the lateral functional links (50) in the transverse direction (Q).

15. The track guide system according to any one of claims 10 to 14, characterized in that: The axle bridge (40) is provided with a base body (43) facing the trailer axle (A), wherein at least two, in particular four supporting links (44) are provided for connecting the base body (43) to the bottom surface (x) of the chassis.

16. An axle of a semitrailer having a track guide system according to any one of the preceding claims.

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