Commercial vehicle chassis axle structure with axle

Abstract

The invention relates to an axle structure (6) for a commercial vehicle chassis, having a wheel axis (R), the spatial position of which is determined by the rotational axis of at least two wheels (16) arranged on opposite sides of the axle structure (6). In order to design an axle structure (6) which in the region of the axle structure (6) provides sufficient installation space for an electric drive system of a commercial vehicle (2) while also ensuring safe drivability and high driving comfort, according to the invention, the control arms (8) are connected to one another on the side of the wheel axis (R) facing away from the pivot bearing (10) by means of an axle (22), a fastening bracket (24) for connecting a suspension strut (26) is formed in the central region of the axle (22).

Description

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

[0002] Document DE 101 63 628 A1 discloses a related type of axle structure. The wheels are driven by drive motors mounted on the wheels. The axles are arranged below the wheel axes so that low-floor buses can be boarded and disembarked as low as possible.

[0003] Document DE 35 26 272 A1 discloses an axle structure in which a hollow axle beam supports a wheel carrier at its outer end. Suspension and damping elements are supported on the wheel carrier. The axle beam is in the form of a welded sheet metal box.

[0004] Wheel suspensions are designed to ensure safe handling and mitigate reductions in driving comfort caused by road surface irregularities. In addition, they must guide the wheels elastically over bumps without significantly changing the chassis geometry, have as long a suspension travel as possible, be able to damp vibrations and be as lightweight as possible to keep the unsprung masses as low as possible. Excessive toe angles should be avoided, as they increase tire wear, especially uneven wear across the tire width. When toe angles are too large, the drive force may also not be fully transferred to the ground. Since these requirements are to some extent contradictory, there is always a compromise between design and balance.

[0005] More recently, a problem has arisen in that the axle structure needs to be able to drive the wheels supported by the axle structure by means of one or more electric motors. However, there is a problem here that the available space in commercial vehicles is tight.

[0006] The problem addressed by the invention is to create an axle design which leaves sufficient space in the area of ​​the axle design for an electric drive system of a commercial vehicle while still ensuring safe handling properties and a high level of driving comfort.

[0007] This problem is solved with respect to an axle arrangement of the relevant type by the features of claim 1 and with respect to a commercial vehicle of the relevant type by the features of claim 10 .

[0008] The control arms are each pivotably mounted in a pivot bearing which is arranged in a fixture on the vehicle frame. Since the control arms are connected to one another via the axle on the side of the wheel axis facing away from the pivot bearing, better track guidance is achieved for the wheels fixed to the wheel frame. Together with the axle, the two control arms form a U-shaped swing arm, with the two wheels located on opposite sides of the swing arm. The axle allows the transverse forces acting on the axle structure when the commercial vehicle is driven to be effectively distributed between the two wheels and the control arms.

[0009] Control arms can be one-piece or made of multiple parts. In the case of one-piece, they extend from the pivot bearing to the axle connection area as a welded assembly or as a single steel casting. In the case of multiple parts, there are divisions between the individual parts, where they are connected together to form a control arm.

[0010] The axle is designed in such a way that the control arm on one side of the vehicle can deflect or rebound unilaterally without simultaneously pulling or pushing the control arm on the other side of the vehicle in the same way. Although the axle is preferably designed as a rigid structure, under unilateral loads, both the axle and the control arm can perform small torsional movements and thus at least partially compensate for the forces. Unilateral deflection or rebound is still possible. This is particularly the case when the bearing bushing of the pivot bearing is designed to be soft in the fixture in which the control arm is mounted on the commercial vehicle frame.

[0011] Since the axle is arranged in the space on the side of the wheel axis facing away from the pivot bearing, the available space in the area of ​​the wheel axis between the control arms remains free. A conventional axle tube is not used in this construction. This free space can now be used for the drive components of the electric drive system of the wheels supported by the axle structure.

[0012] In the central area of ​​the axle, fixed brackets are formed for connecting the suspension struts. By means of these suspension struts, the toe angle, camber angle, lean angle and caster angle can be set. The toe angle describes the difference in length of the two wheels of the axle, with the front ends being closer together than the rear ends. If the front ends of the wheels are closer together, this is called "positive toe" or "toe-in", and vice versa "negative toe" or "toe-out". The camber angle describes the angle between the wheel plane and a vertical line perpendicular to the ground contact point of the wheel and perpendicular to the longitudinal axis of the vehicle. The lean angle, on the other hand, is the angle between the leaning axis and a vertical line perpendicular to the road and perpendicular to the longitudinal axis of the vehicle.

[0013] If the axle geometry is not designed correctly, the payload can also lead to changes in the camber angle. The camber angle can therefore be adjusted appropriately to the payload that is usually transported by means of the suspension struts. When the tire is rolling, steering forces only occur when there is a slip angle and / or a camber angle. The camber angle can be used to create a stress distribution that is favorable to the profile particles at the tire contact point. In multi-axle vehicles such as commercial vehicles, the basic camber angle and the camber angle variation are used to partially compensate for the camber angle of the outer wheel relative to the road when the vehicle is turning due to the vehicle's rolling tendency. In the case of a single-wheel suspension, the camber angle changes during the suspension travel depending on the axle principle and axle kinematics. In contrast, in the case of a rigid axle, the camber angle relative to the road remains approximately constant during cornering. In an axle design, the conventional axle tube is replaced by an axle that is arranged at a certain offset relative to the wheel axis. Due to the offset of the axle relative to the wheel axis, the wheel experiences camber angle changes during cornering and unilateral yaw or rebound movements. These camber angle changes are caused by the torsional movement of the control arm and / or the axle. In the axle structure of the drive axle, since there is no conventional axle tube and the connection of the pivotable control arm to the drive wheel fixed thereto is achieved by an axle arranged offset relative to the wheel axis, additional guidance of the wheel is required and the transmission of wheel forces is solved. In the design of axle structures for commercial vehicles, especially including air spring axle structures, it is also important to properly dissipate the transverse forces that occur. This is especially true for the drive axle in the vehicle, because otherwise the transverse forces would cause the semitrailer to no longer follow the traction track of the tractor.

[0014] The suspension strut now makes it possible to initially set the desired wheel geometry to a value when the axle structure is mounted on a commercial vehicle and to maintain the desired camber, toe, lean and caster angles of the drive wheels during travel of the commercial vehicle while transmitting and compensating the wheel forces generated during travel. The suspension strut can be connected to the axle via a fixed bracket. In order to maintain the wheel geometry in the desired geometry and to dampen the forces generated during travel of the commercial vehicle, the fixed bracket is formed in the central region of the axle. A first end of the suspension strut can be fixed to the fixed bracket, and a second end of the suspension strut is connected to one of the control arms. The forces acting on the control arms during cornering or due to the payload are transmitted via the suspension strut to the fixed bracket of the axle. As a result, the axle has a stabilizing effect. The control arms dissipate the forces acting on them from the suspension strut to the wheels and the frame.

[0015] According to an improved solution of the invention, the fixing bracket is in the form of a projection arranged below the upper edge of the axle, and the projection extends in a direction perpendicular to the extension direction of the axle. Since the projection is arranged below the upper edge of the axle, the suspension strut can act on the axle at a height lower than the upper edge of the axle. Due to the longer lever thus produced, the suspension strut can withstand higher forces.

[0016] According to an improved solution of the present invention, the suspension strut has a length adjustment device. By means of the suspension strut, the wheel camber, toe angle, tilt angle and caster angle of the axle structure can be set to the desired value after the axle structure is installed on the commercial vehicle. The suspension strut can have a suitable fixed length. However, it is also possible to set the length of the suspension strut to a length suitable for the desired geometry of the wheel by means of the length adjustment device, so that the geometry of the wheel is adjustable. The length adjustment can be achieved, for example, by means of telescopic tubes that can be fixed in their respective extended positions, by means of tension bolts that can be set to a variable length, or by means of other length adjustment devices. The length of the suspension strut equipped with a length adjustment device can not only be set to the desired value when the axle structure is installed on the vehicle, but can also be adjusted during the use of the vehicle. Thus, the geometry of the axle can be adapted to the usual load of the vehicle.

[0017] According to an improved solution of the present invention, fixing elements for fixing the suspension struts are formed on the protrusions, and the tension direction of these fixing elements is at an angle of less than 45° and greater than 0° with the extension direction of the axle when viewed from above. The orientation of the tension direction of the fixing elements within the specified angle range can be achieved by tilting the fixing elements relative to the fixing plates to which they are fixed, and / or arranging the fixing plates to which the fixing elements are fixed at a certain angle relative to the extension direction of the axle, thereby generating the specified tension direction angle. When the axle is viewed from above, the tension direction of the suspension strut is at an angle of less than 45° with the extension direction of the axle, whereby each suspension strut, the axle part supported by the suspension strut, and the part of the control arm between its connection point with the axle and the point where the suspension strut acts on the control arm form a force triangle, through which the forces acting on these components are easily distributed. Therefore, the suspension strut can effectively support the axle perpendicular to the longitudinal extension direction of the vehicle and keep the wheel in a desired geometric orientation when the commercial vehicle is driving. Since the angle is greater than 0°, the suspension strut can transmit not only transverse forces but also longitudinal forces from the axle to the frame. The fixing element can be in the form of a bolt, for example, onto which the suspension strut can be screwed. However, hook-shaped fixing elements or fixing elements formed in another way can also be provided. Likewise, other fixing elements can also be used, such as a screw connection via a suitably designed connection point.

[0018] According to an improved solution of the present invention, fixing elements for fixing the suspension struts are formed on opposite sides of the protrusion, and at least one suspension strut is connected to the related one or more fixing elements at these fixing elements in a rotatable and / or articulated manner on each side of the protrusion, and when the axle structure is installed in the commercial vehicle and is in a stationary state, the suspension strut extends from the related fixing element to the connection point of the suspension strut to the control arm related thereto at an installation angle, and the installation angle differs from the straight line between the related fixing point and the wheel center of the related wheel by an angle value. Since the fixing elements are arranged on opposite sides of the protrusion, the lateral force acting on the axle structure when the vehicle turns can be transmitted to both sides of the frame. According to the direction of action of the lateral force, the fixing element arranged on the first side of the protrusion is subjected to tension, and the fixing element arranged on the second side of the protrusion is subjected to compression. The lateral force is introduced on both sides of the frame, so that the axle structure is well supported when turning.

[0019] According to a further development of the invention, at least two suspension struts are arranged on each side of the projection, connecting the projection from the respective fixing element to the associated control arm, and the suspension struts are oriented such that a first of the two suspension struts deviates upward from a straight line between the associated fixing point and the wheel center of the associated wheel towards the control arm, and a second of the two suspension struts deviates downward from a straight line between the associated fixing point and the wheel center of the associated wheel towards the control arm. In this particular arrangement, when the control arm and the axle deform, the at least two suspension struts each move in opposite directions, thereby generating a tilting moment on the respective control arm and thus on the wheel fixed thereto. This tilting moment can be used to keep the wheel in a desired geometrical setting.

[0020] According to an improved solution of the present invention, the first end of the suspension strut is connected to the axle through a molecular joint, and the second end is connected to the control arm through an axial joint. Molecular joints are used for axle struts, suspension arms, etc., particularly in motor vehicles, and include rubber-like elastic joint bodies, which are well known. In general, molecular joints can provide higher driving comfort, are insensitive to external influences (such as dust), and do not require maintenance. The molecular joint consists of a shell with a substantially cylindrical interior, a joint pin roughly located in the middle of the shell, and a sleeve-shaped joint body made of elastomeric material. The joint body is arranged between the shell and the joint pin, and is tightly combined with both components and preloaded. The shape of the adjacent surfaces of the shell and the joint pin is such that the joint body does not completely rest against the shell when the joint is in a static state. For this reason, it is preferred to form a material groove in the central area of ​​the shell, which forms a gap between the shell and the joint body. Due to this play, the preload in the joint body is reduced, so that a variable characteristic behavior of the molecular joint is achieved, in particular a progressive spring characteristic of the elastic joint body, so that in the case of low loads and large deflections, the spring stiffness is low, while in the case of high loads and relatively small deflections, the spring stiffness is high. As a result, soft damping and suspension can be achieved in the case of small displacement movements of the vehicle, while hard characteristics are achieved in the case of high loads (for example in the case of quickly performed driving or braking maneuvers or in the case of poor road quality). Axial joints allow a linear transmission of forces in the vehicle and are used wherever movements along the axle are required. In particular, axial joints also allow the installation of suspension struts when high manufacturing tolerances occur (which cannot be avoided in such large welded structures).

[0021] According to a further development of the invention, the control arm and the axle are each connected to each other via at least three threaded connections. In an axle arrangement, if there is an offset of the wheel axis relative to the axle, high shear and tensile forces may occur in the transition area between the control arm and the axle when the commercial vehicle equipped with the axle arrangement turns and / or the control arm deflects or rebounds. Threaded connections have advantages over conventional welded connections. However, in order for the threaded connection to be able to withstand sufficient loads, at least three threaded connections are required in order to connect the control arm to the axle sufficiently firmly and permanently.

[0022] According to a further development of the invention, the outer end of the axle has two plates arranged at a distance from each other, which are at least approximately horizontally oriented when the axle structure is assembled on the vehicle. At least one sleeve is arranged between the two plates, and the longitudinal center axis of the sleeve extends at least approximately vertically when the axle structure is installed in the vehicle. At least one of the two plates has a through hole in the extension of the longitudinal center axis of the sleeve, through which a bolt of the adapter sleeve can pass. An intermediate space is formed between the two plates and one end of the sleeve, into which a connecting element of the control arm is inserted. The connecting element of the control arm also has a through hole in the extension of the longitudinal center axis of the sleeve, through which a bolt of the adapter sleeve can pass. One of the two plates has a clamping surface at least on the side facing away from the sleeve, on which a nut or a bolt head can be screwed. By means of the above-mentioned structure, the axle and the control arm can be firmly connected in a simple manner, in particular by an advantageous threaded connection, which allows the components to be installed and removed independently of each other. The sleeve can be designed as a simple clamping sleeve or a threaded sleeve with an internal thread. The sleeve can be firmly connected to one plate, for example, by means of a welded connection and then screwed to the other plate, or the sleeve can be inserted as a simple spacing sleeve on a bolt that tightens the two plates together. The connecting element of the control arm can be a plate-shaped leg of the control arm, which is inserted into the intermediate space between the sleeve and the second plate and then screwed to the axle by means of a bolt inserted through a through hole. Of course, there can be several sleeves at the end of the axle, and the number of through holes corresponds to the number of sleeves used, so that the control arm associated with one end of the axle can be connected to it by means of several bolts. When the control arm is connected to the axle by means of several bolts, a sufficiently strong, durable and maintenance-free connection can be established between the two components. It should be noted that the above-mentioned improvements of the invention can be combined separately and can also be combined with the subject matter of claim 1 and the subject matter of the remaining dependent claims, as long as there are no technical obstacles and no mandatory dependencies.

[0023] Further modifications and improvements of the invention can be derived from the claims, the description and the drawings.

[0024] The present invention will be explained in more detail below with reference to exemplary embodiments. In the accompanying drawings:

[0025] Figure 1 : shows an overall view from below of an electric drive system installed in a commercial vehicle;

[0026] Figure 2 : shows a top view of the axle structure;

[0027] Figure 3 : A rear view showing the axle structure;

[0028] Figure 4: shows an enlarged view of the outer end of the axle;

[0029] Figure 5 : Shows Figure 4 Diagram of the threaded connection at the outer end of the axle shown.

[0030] Figure 1 The commercial vehicle 2 is shown in an overall view obliquely from below in the form of a truck trailer, in which an electric drive train 200 is installed. The commercial vehicle 2 has a frame 4, which in this 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 shafts of the other two axle structures are omitted to simplify the drawing. In the front region, the commercial vehicle is placed on the semitrailer coupling of a semitrailer tractor (not shown in more detail in the drawing) via a center pin K and is towed by the semitrailer tractor.

[0031] The axle structure 6 has control arms 8 on opposite sides of the frame 4, each of which is connected to the frame 4 via a pivot bearing 10 arranged in a fixed bracket. A wheel carrier 12 is also fixed to each control arm 8, to which a wheel of the commercial vehicle 2 can be screwed. At the end facing away from the pivot bearing 10, the control arm 8 is also supported on the frame 4 via a spring element 14. Therefore, when the spring moves, the control arm 8 rotates about the pivot bearing 10 and resists the restoring force in the elastic spring element 14.

[0032] Figure 2 A top view of an axle structure 6 is shown. In this view, a wheel axis R is evident, whose spatial position is determined by the rotation axes of at least two wheels 16 arranged on opposite sides of the axle structure 6. The wheels 16 are supported by a wheel carrier 12 on a control arm 8 connected thereto. The control arms 8 are arranged at a distance from one another along the wheel axis R and are oriented in a direction perpendicular to the wheel axis R. The control arms 8 each have a pivot bearing 10 at a first end, an interface 18 for connecting the wheel carrier 12 to the respective control arm 8 at a first distance from the pivot bearing 10, and a support portion 20 for connecting the respective control arm 8 to a spring element 14 at a second distance from the pivot bearing 10.

[0033] The control arms 8 are connected to one another via the axle 22 on the side of the wheel axis R facing away from the pivot bearing 10. The control arms 8 are also connected to the axle 22 in the region of a support portion 20 for connecting the respective control arm 8 to the spring element 14. A fixing bracket 24 for connecting a suspension strut 26 is formed in the central region of the axle 22. In the exemplary embodiment shown, the fixing bracket 24 is in the form of a projection V, which is arranged below the upper edge of the axle 22 and extends perpendicularly to the extension direction of the axle 22. A fixing element 28a for fixing the suspension strut 26 is formed on the projection V, the tension direction of which, viewed from above, makes an angle α with the extension direction of the axle 22, which is less than 45° and greater than 0°.

[0034] from Figure 2 and Figure 3 As can be seen, at least two suspension struts 26 are arranged on each side of the protrusion V, which connect the protrusion V from the corresponding fixing element 28a to the relevant control arm 8, and the orientation of the suspension struts 26 is such that the first of the two suspension struts deviates upward from the straight line between the relevant fixing point on the fixing element 28a and the wheel center of the relevant wheel 16 toward the control arm 8, and the second of the two suspension struts deviates downward from the straight line between the relevant fixing point on the fixing element 28a and the wheel center of the relevant wheel 16 toward the control arm 8.

[0035] Fixing elements 28a for fixing the suspension strut 26 are formed on opposite sides of the protrusion V. On each side of the protrusion V, at least one suspension strut 26 is rotatably and / or articulatedly connected to the relevant one or more fixing elements 28a at these fixing elements. When the axle structure 6 is installed on the commercial vehicle and is in a stationary state, the suspension strut 26 extends from the relevant fixing element 28a to its connection point with the relevant control arm 8 at an installation angle, and the installation angle differs from the straight line between the relevant fixing point and the wheel center of the relevant wheel 16 by an angle value. The suspension strut can be equipped with a length adjustment device so that the chassis can be adjusted individually. The first end of the suspension strut 26 is connected to the axle 22 via a molecular joint 62, and the second end is connected to the control arm 8 via an axial joint 64.

[0036] Figure 33 shows a rear view of the axle structure. It is clear from this view that the axle 22 is a box-shaped welded structure consisting of a bottom plate 30, a cover plate 38 and two side plates 40. The bottom plate 30 at the bottom of the axle 22 extends to the entire width of the axle 22 in an at least approximately constant plane. The total height H of the middle part of the side plates 40 and the entire axle 22 is greater than the height of the peripheral area. A fixing element 28b for mounting the track guide device 32 is formed on the axle 22. In this exemplary embodiment, the track guide device 32 is in the form of a Watt's linkage. The fixing element 28b is a shaft, on which the hinge plate 34 can be rotatably mounted. Via the hinge plate 34, the inner ends of the two fork arms 36 are connected by a pivot joint. The outer ends of the fork arms 36 are respectively connected to a control arm. Via the Watt's linkage, the tilting movement of one control arm 8 perpendicular to the driving direction can be transmitted to the other control arm 8.

[0037] Figure 4 The outer end of the axle 22 is shown in an enlarged manner, showing that the end has two plates 42a and 42b arranged at a certain distance from each other. When the axle structure 6 is assembled to the vehicle 2, the two plates are at least approximately horizontal. At least one sleeve 44 is firmly connected to the first plate 42a. When the axle structure 6 is installed in the vehicle 2, the longitudinal center axis L of the sleeve 44 (at Figure 4 The two plates 42a, 42b have through holes 46 on the extension of the longitudinal center axis L of the sleeve 44, through which bolts 48 adapted to the sleeve 44 can pass. An intermediate space 50 is formed between the two plates 42a, 42b and one end of the sleeve 44, into which a connecting element 52 of the control arm 8 is inserted. Figure 5 As shown, the connecting element 52 of the control arm 8 also has a through hole 46 in the extension of the longitudinal center axis L of the sleeve 44, through which the bolt 48 of the sleeve 44 can pass. In this exemplary embodiment, the two plates 42a, 42b have a clamping surface 54 on the side facing away from the sleeve 44, on which the head of the nut or bolt 48 can be screwed. Of course, if the bolt 48 is tightened with a threaded sleeve welded to the inside of one of the two plates 42a, 42b, it is sufficient for only the plate 42a, 42b not welded to the threaded sleeve to have a clamping surface 54. The control arm 8 and the axle 22 are connected by at least three threaded connections.

[0038] Figure 5 It is also shown that the axle 22 has a fastener at the outer end shown in the figure for connecting an air bellows as an example of a spring element 14. In the exemplary embodiment shown, the fastener is two screw holes 56, through which the air bellows can be screwed to the axle structure 6. Figure 4 and Figure 5The end of the axle 22 shown in the figure together with the two plates 42a, 42b and the connecting element 52 form a connection node 58, through which the axle 22 is connected to both the control arm 8 and the air bellows. In this exemplary embodiment, the bellows bracket 60 is placed on the upper plate of the two plates 42a, 42b at one end of the axle 22 and is firmly connected to the axle 22.

[0039] The present invention is not limited to the above exemplary embodiments, and those skilled in the art can easily modify the above exemplary embodiments in a manner they deem appropriate to adapt them to specific application scenarios.

[0040] Reference numerals list

[0041] 2 Commercial vehicles

[0042] 4 Frame

[0043] 6 Axle structure

[0044] 8 Control Arm

[0045] 10 Pivot bearing

[0046] 12 Wheel Rack

[0047] 14 Spring element

[0048] 16 Wheels

[0049] 18 Interface for connecting the wheel bracket

[0050] 20 Supporting part

[0051] 22 Axle

[0052] 24 Fixing bracket

[0053] 26 Suspension struts

[0054] 28 Fixing elements

[0055] 30 Base Plate

[0056] 32 Wheelbase guide

[0057] 34 hinged plate

[0058] 36 Fork arm

[0059] 38 Cover

[0060] 40 Side Panel

[0061] 42 Plate

[0062] 44 Sleeve

[0063] 46 Through Holes

[0064] 48 Bolt

[0065] 50 The Space Between

[0066] 52 Connecting elements

[0067] 54 Clamping surface

[0068] 56 screw holes

[0069] 58 Connecting Nodes

[0070] 60 Bellows bracket

[0071] 62 Molecular Joints

[0072] 64 Axial joint

[0073] 200 Electric Drivetrain

[0074] R Wheel axis

[0075] V protrusion

[0076] L longitudinal center axis

Claims

1. An axle structure (6) for a commercial vehicle chassis, the axle structure (6) having a wheel axis (R), the spatial position of which is determined by the rotation axes of at least two wheels (16) arranged on opposite sides of the axle structure (6), the wheels (16) being supported on control arms (8) connected to the wheel carrier (12) via wheel carriers (12), the control arms (8) being arranged spaced apart from each other along the wheel axis (R) and being oriented in a direction perpendicular to the wheel axis (R), the control arms (8) having a pivot bearing (10) at a first end, an interface (18) for connecting the wheel carrier (12) to the corresponding control arm (8) at a first distance from the pivot bearing (10), and a support portion (20) for connecting the corresponding control arm (8) to a spring element (14) at a second distance from the pivot bearing (10), characterized in that The control arms (8) are connected to each other via an axle (22) on the side of the wheel axis (R) facing away from the pivot bearing (10), and a fixed bracket (24) for connecting a suspension strut (26) is formed in the central area of ​​the axle (22).

2. The axle structure according to claim 1, characterized in that: The fixing bracket (24) is in the form of a protrusion (V) arranged below the upper edge of the axle (22), and the protrusion extends in a direction perpendicular to the extension direction of the axle (22).

3. The axle structure according to claim 1 or 2, characterized in that: The suspension strut (26) has a length adjustment device.

4. An axle structure according to any one of the preceding claims, characterized in that A fixing element (28a) for fixing a suspension strut (26) is formed on the protrusion (V), and the tension direction of the fixing element forms an angle (α) with the extension direction of the axle (22) when viewed from above, and the angle (α) is less than 45° and greater than 0°.

5. An axle structure according to any one of the preceding claims, characterized in that Fixing elements (28a) for fixing a suspension strut (26) are formed on opposite sides of the protrusion (V), and on each side of the protrusion (V), at least one suspension strut (26) is rotatably and / or hingeably connected to the related one or more fixing elements (28a) at the fixing element, and when the axle structure (6) is installed in the commercial vehicle and is in a stationary state, the suspension strut (26) extends from the related fixing element (28a) to the connection point of the suspension strut (26) to the control arm (8) related to the suspension strut (26) at an installation angle, and the installation angle differs from the straight line between the related fixing point and the wheel center of the related wheel (16) by an angle value.

6. The axle structure according to claim 5, characterized in that: At least two suspension struts (26) are arranged on each side of the projection (V), connecting the projection (V) from the corresponding fixing element (28a) to the associated control arm (8), and the orientation of the suspension struts (26) is such that a first of the two suspension struts (26) deviates upward from a straight line between an associated fixing point and a wheel center of an associated wheel (16) toward the control arm (8), and a second of the two suspension struts (26) deviates downward from a straight line between an associated fixing point and a wheel center of an associated wheel (16) toward the control arm (8).

7. An axle structure according to any one of the preceding claims, characterized in that The first end of the suspension strut (26) is connected to the axle (22) via a molecular joint (62), and the second end is connected to the control arm (8) via an axial joint (64).

8. An axle structure according to any one of the preceding claims, characterised in that The control arm (8) and the axle (22) are respectively connected to each other via at least three threaded connections.

9. An axle structure according to any one of the preceding claims, characterized in that The outer end of the axle (22) has two plates (42a, 42b) arranged at a distance from each other, and when the axle structure (6) is assembled on the vehicle (2), the two plates are at least approximately horizontal, wherein at least one sleeve (44) is arranged between the plates (42a, 42b), and when the axle structure (6) is installed in the vehicle (2), the longitudinal center axis (L) of the at least one sleeve (44) extends at least approximately vertically, and at least one of the two plates (42a, 42b) has a through hole (46) on the extension line of the longitudinal center axis of the sleeve (44) to fit the screw thread of the sleeve (44). The bolt (48) can pass through the through hole, and an intermediate space (50) is formed between the two plates (42a, 42b) and one end of the sleeve (44), and the connecting element (52) of the control arm (8) is inserted into the intermediate space. The connecting element (52) of the control arm (8) also has a through hole (46) on the extension line of the longitudinal center axis of the sleeve (44), and the bolt (48) adapted to the sleeve (44) can pass through the through hole, and one of the two plates (42a, 42b) has a clamping surface (54) on at least the side facing away from the sleeve (44), and a nut or the head of the bolt (48) can be screwed onto the clamping surface.

10. A commercial vehicle (2), the commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, the axle structure (6) having a wheel axis (R), the spatial position of the wheel axis (R) being determined by the rotation axes of at least two wheels (16) arranged on opposite sides of the axle structure (6), the wheels (16) being supported on control arms (8) connected to the wheel carrier (12) via wheel carriers (12), the control arms (8) being arranged at a distance from each other along the wheel axis (R) and being oriented in a direction perpendicular to the wheel axis (R), the control arms (8) having a pivot bearing (10) at a first end, an interface (18) for connecting the wheel carrier (12) to the corresponding control arm (8) at a first distance from the pivot bearing (10), and a support portion (20) for connecting the corresponding control arm (8) to a spring element (14) at a second distance from the pivot bearing (10), characterized in that The axle structure (6) is designed according to the features of claims 1 to 9.

Images