Axle structure for utility vehicle chassis comprising axle

Abstract

The invention relates to an axle structure (6) for a commercial vehicle chassis, comprising control arms (8), each having a pivot bearing (10) at a first end, an interface (18) at a first distance from the pivot bearing (10) for attaching a wheel carrier (12) to the respective control arm (8), and a support portion (20) at a second distance from the pivot bearing, and a spring element (14) for connecting the respective control arm (8) to the spring element (14). The aim of the invention is to provide an axle structure which leaves a sufficient installation space in the region of the axle structure, providing an electric drive for a commercial vehicle. This is achieved in that the control arms (8) are connected together on the wheel axis (R) side facing away from the pivot bearing (10) via an axle (22) which is screwed onto the control arms (8).

Description

[0001] The invention relates to an axle arrangement for a chassis of a commercial vehicle according to the preamble of claim 1 and to a commercial vehicle according to the preamble of claim 16 comprising a corresponding axle arrangement.

[0002] Document DE 101 63 628 A1 discloses an axle structure of the type described above, which includes an axle bridge. The wheels are driven by drive motors arranged on the wheels. The axle bridge is arranged below the wheel axis to allow low-floor buses to be boarded as low as possible.

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

[0004] Wheel suspension systems are designed to ensure safe driving behavior and mitigate reductions in driving comfort caused by road surface irregularities. In addition, they must guide the wheels elastically over bumps without noticeably changing the chassis geometry, have the longest possible spring travel, dampen vibrations and be as light as possible to keep the unsprung masses as low as possible. This applies just as much to commercial vehicles in the form of truck trailers as it does to passenger cars.

[0005] Recently, the problem has also arisen that a commercial vehicle axle structure should provide the possibility of using one or more electric motors to drive the wheels held by the axle structure. However, there is the problem of limited available construction space in a commercial vehicle, especially if the commercial vehicle is a truck trailer. The construction width and height of commercial vehicles are already limited by legal authorization requirements. The wheels used in commercial vehicles must have a sufficiently large wheel diameter and wheel width in order to be able to safely support the mass of the commercial vehicle (including its load) on the ground. The width of the wheels and the linkage arms already greatly limits the construction space still available between them. The commercial vehicle must also have sufficient ground clearance downwards. The loading area of ​​the commercial vehicle cannot be raised, otherwise there will be a loss of cargo space, which will have an adverse effect on the efficiency of the commercial vehicle. For these reasons, the axle systems known from the prior art are not suitable for use in combination with electric drives. In particular, conventional rigid axles cannot therefore be installed in such an axle structure.

[0006] The object of the invention is to provide an axle arrangement which leaves sufficient installation space to provide an electric drive for a commercial vehicle in the region of the axle arrangement and which simultaneously enables safe driving behavior and a high level of driving comfort.

[0007] This object is achieved by the characterizing features of claim 1 for an axle arrangement of the generic type and by the characterizing features of claim 15 for a commercial vehicle of the generic type.

[0008] By arranging the axle bridge in the space on that side of the wheel axis facing away from the pivot bearing, construction space in the area of ​​the wheel axis between the linkage arms remains free. An axle tube extending from one wheel to the other and directly connecting the rotational axes of the wheels can be omitted. The construction space freed up in this way can be used for drive components of the electric drive of the wheels held by the axle construction. However, the two linkage arms are connected to each other via the axle bridge.

[0009] The link arms are each pivotably mounted in a pivot bearing which is arranged in a retaining device on the frame. By connecting the link arms to one another via an axle bridge, in particular in the region of the link arm portion on that side of the wheel axis which faces away from the pivot bearing, the result is better toe management for the wheels fastened to the wheel carrier. The two link arms together with the axle bridge form a U-shaped swing arm, on opposite sides of which the two wheels are held. By means of the axle bridge, the transverse forces acting on the axle structure when the commercial vehicle is travelling are well distributed between the two wheels and the link arms. The axle bridge reduces the tendency of the link arms to oscillate transversely to the direction of travel when transverse forces act on one or both link arms. The introduction of the axle bridge also ensures a constant track width of the axle, which is usually ensured by a rigid axle tube.

[0010] The link arms can be formed from one or more parts. In a one-piece embodiment, they extend from the pivot bearing to the connection area of ​​the axle bridge in the form of a welded assembly or a single part cast from a steel casting. In a multi-part embodiment, there are divisions between the individual parts of the link arm, but at these divisions, the individual parts are joined together to form the link arm.

[0011] The axle bridge is designed in such a way that it allows a unilateral deflection or rebound of the control arm on one side of the vehicle without simultaneously pulling the linkage arm on the other side of the vehicle upwards or pushing it downwards in the same way. Although the axle bridge preferably has a rigid structure, it and the linkage arm can perform a small torsional movement in the case of unilateral loads, thereby at least partially compensating the forces. As a result, a unilateral deflection or rebound is still possible. This is the case in particular if the bearing bushing of the pivot bearing in the holding device for the linkage arm on the frame is soft after installation in the commercial vehicle.

[0012] The axle bridge is connected to the linkage arm by means of a thread. Due to the offset of the axle bridge relative to the wheel axis, especially in the case of commercial vehicles (e.g. fully loaded truck trailers), considerable forces do act on the axle bridge in order to guide the wheel, especially when cornering. This is particularly the case if the wheel held and guided by the axle construction is additionally driven and the axle construction has to transmit the drive forces into the frame of the commercial vehicle. However, it has been found that a screw connection is also suitable for absorbing the forces arising at the transition between linkage arm and axle bridge and for guiding the linkage arm safely.

[0013] According to one configuration of the invention, the outer end of the axle bridge has two plates spaced apart from each other and oriented at least approximately horizontally when the axle structure is already mounted on the vehicle, wherein between the two plates there is at least one sleeve, the longitudinal center axis of which, when the axle structure is already mounted in the vehicle, extends in an at least approximately vertical direction, at least one of the two plates has a through hole in the continuation of the longitudinal center axis of the sleeve, through which a threaded bolt adapted to the sleeve is guided, an intermediate space is formed between the two plates and the end of the sleeve, in which intermediate space a connecting element of the connecting rod arm is inserted, the connecting element of the connecting rod arm also having a through hole in the continuation of the longitudinal center axis of the sleeve, through which a threaded bolt adapted to the sleeve is guided, and at least one of the two plates has a clamping surface on the side facing away from the sleeve, onto which a nut or a head of a threaded bolt is screwed. The above configuration enables the axle bridge and the connecting rod arm to be easily fixedly connected to each other, in particular by an advantageous screw connection, which allows the components to be mounted and disassembled separately from each other. The sleeve can be in the form of a simple clamping sleeve or a threaded sleeve with an internal thread. The sleeve can be fixedly connected to the plate, for example, by a welded connection, and then a screw connection is made against the other plate, or the sleeve is inserted as a simple spacing sleeve onto a threaded bolt that supports the two plates against each other. The connecting element of the linkage arm can be a flat limb of the linkage arm, which has been inserted into the intermediate space between the sleeve and the second plate and is then tightened to the axle bridge by means of a threaded bolt inserted into a through hole. Of course, there can be more than one sleeve at the end of the axle bridge, which has a number of through holes corresponding to the number of sleeves used, so that the linkage arm associated with one end of the axle bridge can be connected to this end via a number of threaded bolts. When the linkage arm is connected to the axle bridge by means of a number of threaded bolts, a sufficiently fixed, durable and maintenance-free connection of the two components to each other can be provided. The at least approximately horizontal orientation of the plate depends on the ground clearance of the axle structure, but in normal, lowered driving conditions, the spatial position of the plate is at least approximately vertical.

[0014] According to one configuration of the invention, the axle bridge is in the form of a welded structure and the plates are outward extensions of the upper and lower profile limbs of the axle bridge, in particular the base plate and the cover plate. The axle bridge can be in the form of a welded structure having a base plate on its underside, which extends across the width of the axle bridge in an at least approximately constant plane and has a greater overall height in its central part than in the outer peripheral area. The welded structure can be relatively light. The corresponding shape (for example a hollow box) still has a high stiffness despite this. Since the ends of the welded bridge are subjected to compressive or tensile loads, in particular in the connection area with the connecting rod arm, a good force flow is generated between the axle bridge and the connecting rod arm if the plates are outward extensions of the upper and lower profile limbs of the axle bridge. Therefore, steel plates can be used as the upper and lower profile limbs of the axle bridge, as the base plate and the cover plate, which are installed in the axle bridge in an at least approximately horizontal spatial position and have high toughness in the at least approximately horizontal loading direction. If the profile limbs transition into the end plate in one piece due to corresponding formation, there is no force deflection from the plate to the axle bridge. However, the plate can also be fixedly welded to the upper or lower profile limb in the corresponding abutment area.

[0015] According to one configuration of the invention, the longitudinal center axis of the plate is angled toward the wheel axis compared to the longitudinal center axis of the rest of the axle bridge when viewed from above. In this way, the plates each form a kind of arch, which extends from the axle bridge in the direction of the wheel axis. However, since the arch only surrounds the periphery of the structural space between the linkage arms and the axle bridge, it does not significantly reduce the structural space between the linkage arms in the wheel area, which is free for the drive components of the electric drive due to the offset of the axle bridge. The end faces of the plates do not need to be exactly oriented toward the wheel axis; they can also be inclined only approximately in this direction. The arrangement of the plates and the orientation with their arcuate shape conform to the paths of forces between the axle bridge and the linkage arms better than an exact right-angle orientation and attachment of the components.

[0016] According to one configuration of the invention, the axle bridge has respective fasteners at its outer ends for connection to the air spring bellows. The air spring bellows is a spring element by means of which the free end of the connecting rod arm can be supported on the vehicle frame. During the spring movement of the connecting rod arm, the air spring bellows is compressed or expanded. In the case of a direct connection of the axle bridge to the air spring bellows, the axle bridge directly follows the deflection and rebound movement of the air spring bellows on the respective side of the vehicle. Special force transmission devices can thus be omitted. The fasteners can, for example, consist of threaded sleeves or threaded bolts, by means of which the components can be connected to each other by a screw connection. According to one configuration of the invention, the air spring bellows can also be connected only directly to the axle bridge and not to the connecting rod arm, so that the spring force is only indirectly transmitted to the associated connecting rod arm via the axle bridge.

[0017] According to one configuration of the invention, the respective ends of the axle bridge are connected to both the connecting rod arm and the air spring bellows at a connection node. The connection node connects the respective ends of the axle bridge, the associated connecting rod arm and the associated air spring bellows to one another. The connection node enables easy transmission of forces between the components connected to one another via the connection node.

[0018] According to one configuration of the invention, a bellows carrier is already placed on the upper plate of the two plates located at one end of the axle bridge and is already fixedly connected to the axle bridge. The bellows carrier can be in the form of a plate. The bellows carrier can be provided with an opening through which one or more threaded bolt heads or threaded nuts located below it can be reached. The bellows carrier can be made thick enough so that the bolt heads or threaded nuts cannot protrude beyond the surface of the bellows carrier. This provides a plane and sufficient structural space for installing spring elements, in particular in the form of air spring bellows. The connection of the bellows carrier to the axle bridge can be established, for example, by means of screws or a welded connection. The introduction of the bellows carrier makes it possible to limit the material usage at the required connection points and to avoid higher component thicknesses over the entire length of the axle bridge or complex reworking of the components.

[0019] According to one configuration of the invention, the connection between the axle bridge and the connecting rod arm is configured such that the spring element can be mounted on at least one of these elements without disassembling the connection between the axle bridge and the connecting rod arm. This is achieved by a separate interface for connecting the axle bridge and the corresponding connecting rod arm and a separate interface for the connection between the axle bridge and / or the connecting rod arm and the spring element (for example by means of a bellows carrier). This enables the spring element to be repaired or replaced without excessive expenditure.

[0020] According to one configuration of the invention, the axle bridge is in the form of a welded structure having a base plate on its underside, which extends across the width of the axle bridge in an at least approximately constant plane and has a greater overall height in its central portion than in the outer peripheral region. When the axle bridge is installed in the vehicle, the at least approximately flat base plate forms a protection device towards the ground for the drive components between the linkage arms that can be arranged in the shadow of the axle bridge. In the installed state, the base plate defines the ground clearance of the axle structure. In the case of an at least approximately horizontal orientation of the base plate when the axle bridge is already installed in the vehicle, if foreign objects hit the base plate in the extension direction, the base plate has a high available resistance, which greatly reduces the risk of permanent deformation of the axle structure during use. The greater overall height in the central portion increases the static strength of the axle bridge in the area where sagging is most likely to occur. Increasing the cross-sectional profile of the axle bridge upwards means that the available structural space between the linkage arms is conveniently utilized.

[0021] A fastening bracket for connecting the suspension strut is formed in the central area of ​​the axle bridge. The suspension strut makes it possible to set the toe, camber, caster and caster angles. Toe describes the difference in length of the two wheels of the axle if they are closer together at the front than at the rear. If the wheels are closer together at the front, this is called "positive toe" or "toe-in", as opposed to "negative toe" or "toe-out". The camber angle, in turn, describes the angle between the wheel plane and a vertical line established in the contact patch of the wheel in question, which is transverse to the longitudinal axis of the vehicle. The caster angle, on the other hand, is the angle between the tilted axis and a line perpendicular to the road and transverse to the longitudinal axis of the vehicle.

[0022] Given an unsuitable design of the axle geometry, the payload may also lead to a change in the camber angle. Due to the suspension struts, the camber angle can therefore be appropriately adjusted to the payload typically transported. When the tire is running, cornering forces can only be generated when there is a slip angle and / or a camber angle. Due to the camber angle, a favorable stress distribution of the profile particles in the tire contact patch is established. In the case of multi-track vehicles such as commercial vehicles, the basic camber angle and the camber angle variation serve to partially compensate for the camber angle relative to the road, which arises at the outer wheel in a bend due to the rolling tendency of the vehicle. In the case of a single-wheel suspension, the camber angle (depending on the axle principle and the kinematics of the axle) varies over the spring travel. In contrast, in the case of a rigid axle, the camber angle relative to the road remains approximately constant when cornering. In axle designs in which the conventional axle tube has been replaced by an axle bridge arranged at a certain offset to the wheel axis, camber changes occur at the wheel again due to torsional movements in the link arms and / or the axle bridge when the payload changes or during cornering and unilateral yaw or rebound movements of the wheel. These camber changes are caused by torsional movements in the link arms and / or the axle bridge. In axle designs of drive axles in which there is no conventional axle tube and the connection of the pivotable link arm to the drive wheel fastened thereto is established via an axle bridge offset to the wheel axis, additional guidance of the wheel and solutions for transmitting the wheel forces are therefore required. In the design of commercial vehicle axle designs, in particular in pneumatic axle designs, it is also important to dissipate the transverse forces that occur appropriately. In particular when cornering or when the payload increases, the axle bridge is subjected to strong bending loads. This is particularly the case even in the case of drive axles of vehicles.

[0023] The camber angle of the wheel is set for the first time to the value when the axle structure is installed on the commercial vehicle, and the required wheel camber angle of the drive wheel is maintained when the commercial vehicle is running, as well as the transmission and compensation of the wheel forces generated when the commercial vehicle is running can now be achieved by the suspension strut, which can be connected to the axle bridge by a fastening bracket. In order to keep the wheel at the required camber angle and buffer the forces generated when the commercial vehicle is running, the fastening bracket is formed in the central area of ​​the axle bridge. The suspension strut connected to one of the link arms at its second end can be fastened to the fastening bracket at its first end. When turning and carrying a high payload, the suspension strut fastened to the fastening bracket at the first end introduces the bending forces acting on the axle bridge into the link arm, to which the wheel carrier and the drive wheel are fastened. As a result, the connection of the axle bridge to the link arm is subject to less load. The link arm dissipates the forces from the suspension strut acting on it to the wheel and the frame.

[0024] According to one configuration of the invention, the fastening bracket is in the form of a projection which is located below the upper edge of the axle bridge and extends in a direction transverse to the extension direction of the axle bridge, wherein the fastening element for fastening the suspension strut is formed on the projection and has a tension direction which, when viewed from above, is at an angle of <45° and >0° relative to the extension direction of the axle bridge.

[0025] The projection allows the suspension strut to act on the axle bridge at a lower level than the upper side of the axle bridge. Due to the longer lever thus allowed, the suspension strut can absorb higher forces.

[0026] The suspension strut has a length adjustment device. The suspension strut makes it possible to set the camber angle of the wheel, the toe-in of the wheel, the inclination angle of the wheel and the caster angle of the corresponding axle structure to the desired values ​​after the axle structure has been mounted on the commercial vehicle. The suspension strut can have a fixed length that is suitable for the desired geometrical setting of the wheel. However, the geometrical setting of the wheel can also be settable by setting the length of the suspension strut to an appropriate length using the length adjustment device. For example, the length can be adjusted by a telescopic tube that can be fixed in a corresponding extended position, by a tensioning screw that can be set to a variable length or by other suitable length adjustment devices. The length of the suspension strut provided with the length adjustment device can be set to the desired value not only when the axle structure is mounted on the vehicle, but also during use of the vehicle.

[0027] Due to the tension direction of the suspension struts, when the axle bridge is viewed from above, their tension direction is at an angle of <45° and >0° relative to the extension direction of the axle bridge. The tension direction of the fastening element within the specified angle range can be achieved by the fastening element being correspondingly oriented obliquely relative to the retaining plate to which the fastening element is fastened, and / or the retaining plate to which the fastening element is fastened is arranged at an angular position relative to the extension direction of the axle bridge, thereby generating the specified tension direction angle. Due to the tension direction of the suspension struts, when the axle bridge is viewed from above, which is at an angle of <45° relative to the extension direction of the axle bridge, the corresponding suspension struts, the axle bridge portion supported by the corresponding suspension struts, and the portion of the link arm between its connection to the axle bridge and the point on which the corresponding suspension strut acts on the link arm form a force triangle, through which the forces acting on these components are easily distributed. As a result, the suspension struts can effectively support the axle bridge in a direction transverse to the longitudinal extension direction of the vehicle and keep the wheel in the desired geometrical setting when the commercial vehicle is driving. Due to the angle >0°, the suspension strut can transmit not only lateral forces but also longitudinal forces from the axle bridge to the vehicle frame. The fastener can, for example, be in the form of a threaded bolt onto which the suspension strut can be screwed. However, it is also possible to provide a hook-shaped fastener or a fastener formed in another suitable manner.

[0028] According to one configuration of the invention, fastening elements for fastening the suspension struts are formed on opposite sides of the protrusion, at each side of the protrusion, at the fastening elements, at least one corresponding suspension strut is rotatably and / or articulatedly connected to the associated fastening element, and when the axle structure is mounted and inactive in the commercial vehicle, the suspension strut extends from the associated fastening element to the connection point of the suspension strut to the link arm associated with the suspension strut, extending at an angle that deviates from the straight line between the associated fastening point and the center of the associated wheel by an angular dimension. Since the fastening elements are arranged on opposite sides of the protrusion, the lateral forces acting on the axle structure when the vehicle turns can be transmitted to both sides of the frame. Depending on the direction of action of the lateral forces, the fastening elements arranged on the first side of the protrusion are subjected to tensile loads, and the fastening elements arranged on the second side of the protrusion are subjected to compressive loads. The lateral forces are introduced into both sides of the frame, thereby providing very good support for the axle structure during cornering.

[0029] According to one configuration of the invention, fastening elements for fastening the suspension struts are formed on opposite sides of the protrusion, at each side of the protrusion, at the fastening elements, at least one corresponding suspension strut is rotatably and / or articulatedly connected to the associated fastening element, and when the axle structure is mounted and inactive in the commercial vehicle, the suspension strut extends from the associated fastening element to the connection point of the suspension strut to the link arm associated with the suspension strut, extending at an angle that deviates from the straight line between the associated fastening point and the center of the associated wheel by an angular dimension. Since the fastening elements are arranged on opposite sides of the protrusion, the lateral forces acting on the axle structure when the vehicle turns can be transmitted to both sides of the frame. Depending on the direction of action of the lateral forces, the fastening elements arranged on the first side of the protrusion are subjected to tensile loads, and the fastening elements arranged on the second side of the protrusion are subjected to compressive loads. The lateral forces are introduced into both sides of the frame, thereby providing very good support for the axle structure during cornering.

[0030] In each case, at least two suspension struts can be arranged on each side of the projection, which suspension struts connect the projection from the respective fastening element to the associated linkage arm, and the suspension struts are oriented such that a first of the two suspension struts deviates from a straight line between the associated fastening point and the center in the associated wheel upwards towards the linkage arm, and a second of the two suspension struts deviates from a straight line between the associated fastening point and the center in the associated wheel downwards towards the linkage arm. In this particular arrangement, the at least two suspension struts move in opposite directions when the linkage arm and the axle bridge are deformed, so that they generate a tilting moment on the respective linkage arm and thus also on the wheel fastened thereto. This tilting moment can be used to keep the wheel in a desired geometrical setting during a deflection or rebound movement of the linkage arm.

[0031] According to one configuration of the invention, the fastening elements for connecting the toe management device are formed on the axle bridge. The purpose of the toe management device is to favorably influence the toe of the wheels of the axle structure when the commercial vehicle is traveling, in contrast to the suspension struts. The toe of the wheels may vary due to different degrees of deflection and rebound movement of the link arms on both sides of the vehicle frame, due to torsional movement of the frame and due to lateral forces introduced by the wheels. As a result, vehicles equipped with the axle structure may exhibit inherent steering behavior that is not conducive to safe driving behavior. In addition, the torque caused by the drive can destroy the consistency of the toe of the axle structure, especially when the joints of the link arms are soft. This situation makes the toe management device necessary. The chassis of commercial vehicles can also be set to different ground clearances. For this purpose, the toe management device used must be configured so that it can ensure a straight toe of the axle structure in a very wide range of ground clearances. In order to solve these difficulties, fastening elements for connecting the toe management device are provided on the axle bridge. The fastening element for connecting the toe management device is preferably in the middle of the axle bridge so that the force of the toe management device introduced into the axle bridge can be evenly transmitted to both sides of the axle structure and a wide ground clearance of the axle structure can be ensured.

[0032] According to one configuration of the invention, the fastening element is a shaft for connection to a Watt linkage. A rotatable joint of the Watt linkage can be placed on the shaft. In the case of the Watt linkage, the shaft always remains guided centrally in the vertical direction during deflection and rebound. It uses the effect described by the Watt parallelogram. The transverse strut is fixed to the frame on one side. The other movable end is connected to the shaft via a rotatable joint. The lateral stroke movement is generated by the radius that the movable ends of the two transverse struts traverse during deflection and rebound. However, they do not pull the shaft outwards because the rotatable joint allows length compensation and thus keeps the shaft in the center.

[0033] According to one configuration of the invention, the fastening element for connecting the toe management device is arranged on the axle bridge on the side opposite to the fastening bracket for connecting the suspension strut. The arrangement of these components on opposite sides of the axle bridge results in a parallelogram-like force distribution. The forces introduced into the axle bridge by the suspension strut and the toe management device are each introduced optimally into the axle bridge. In addition, the high axle bridge makes it possible to position the fastening element of the toe management device in a selected area, thereby avoiding conflicts between the rotatable joint and the underlying surface.

[0034] It should be noted that the configurations of the invention listed above can be combined individually and can also be combined with each other with the subject matter of claim 1 and the subject matter of the remaining dependent claims, as long as this is not prevented by any technical obstacles and there are no mandatory dependencies.

[0035] Further modifications and configurations of the invention can be gleaned from the claims, the description and the drawings.

[0036] The present invention will be explained in more detail below with reference to exemplary embodiments.

[0037] In the figure:

[0038] Figure 1 : shows an oblique top view of an electric drive train installed in a commercial vehicle,

[0039] Figure 2 : shows a top view of the shaft structure,

[0040] Figure 3 : shows the rear view of the shaft structure,

[0041] Figure 4 : shows an enlarged view of the outer end of the axle bridge, and

[0042] Figure 5 : Shows Figure 4 The screw connection diagram of the outer end of the shaft bridge is shown in .

[0043] Figure 1 An oblique top view of an electric drive train 200 installed in a commercial vehicle 2 in the form of a truck trailer is shown. The commercial vehicle 2 has a 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 axle bridges and axles from the other two axle structures have been omitted to simplify the drawing. In the front region, the commercial vehicle rests on a saddle coupling of a semitrailer, not shown in greater detail in the drawing, via a saddle pin K and is towed by the latter.

[0044] The axle structures 6 each have a link arm 8 on opposite sides of the frame 4, each link arm 8 being connected to the frame 4 via a pivot bearing 10 arranged in a retaining bracket. Also fastened to each link arm 8 is a wheel carrier 12, to which a wheel of the commercial vehicle 2 can then be screwed. At the end remote from the pivot bearing 10, the link arms 8 are also each supported on the frame 4 via a spring element 14. Thus, in the event of a spring movement, the link arm 8 rotates about the pivot bearing 10 and springs against the restoring force in the flexible spring element 14.

[0045] Figure 2A top view of an axle arrangement 6 is shown. In this view, the wheel axis R can be easily seen, the spatial position of which is determined by the rotational axes of at least two wheels 16 arranged on opposite sides of the axle arrangement 6. The wheels 16 are each held by a wheel carrier 12 on a linkage arm 8 connected thereto. The linkage arms 8 are spaced apart from one another along the wheel axis R and are each oriented in a direction transverse to the wheel axis R. The linkage arms 8 each have a pivot bearing 10 at a first end, an interface 18 for connecting the wheel carrier 12 to the respective linkage arm 8 at a first spacing from the pivot bearing 10, and a support portion 20 for connecting the respective linkage arm 8 to the spring element 14 at a second spacing from the pivot bearing 10.

[0046] The link arms 8 are connected to one another via an axle bridge 22 on the side of the wheel axis R facing away from the pivot bearing 10. The link arms 8 are also connected to the axle bridge 22 in the region of a support section 20 for connecting the respective link arm 8 to the spring element 14. A fastening bracket 24 for connecting a suspension strut 26 is formed in the central region of the axle bridge 22. In the exemplary embodiment shown, the fastening bracket 24 is in the form of a projection V which is located below the upper edge of the axle bridge 22 and extends in a direction transverse to the direction of extension of the axle bridge 22. A fastening element 28a for fastening the suspension strut 26 is formed on the projection V and has a tension direction which, when viewed from above, makes an angle α<45° and>0° with respect to the direction of extension of the axle bridge 22.

[0047] Fastening elements 28 a for fastening the suspension struts 26 are formed on opposite sides of the protrusion V, and on each side of the protrusion V, at the fastening elements, at least one respective suspension strut 26 is rotatably and / or articulatedly connected to the associated fastening element 28 a and, when the axle structure 6 is mounted and inactive in the commercial vehicle, the suspension strut 26 extends from the associated fastening element 28 a to the connection point of the suspension strut 26 to the linkage arm 8 associated with the suspension strut 26, extending at an angle that deviates by an angular dimension from a straight line between the associated fastening point and the center in the associated wheel 16.

[0048] Figure 3A rear view of the axle structure is shown. From this view it can be seen that the axle bridge 22 is in the form of a box-shaped welded structure with a base plate 30, a cover plate 38 and two side plates 40. The base plate 30 on the lower side of the axle bridge 22 extends across the width of the axle bridge 22 in an at least approximately constant plane. The side plates 40 and therefore the axle bridge 22 have a greater overall height H in their central portion than in the outer peripheral area. A fastening element 28b for connecting the toe management device 32 is formed on the axle bridge 22. In the exemplary embodiment, the toe management device 32 is in the form of a Watt linkage. The fastening element 28b is a shaft on which a hinge plate 34 is rotatably placed. Via the hinge plate 34, the inner ends of two transverse struts 36 are connected via a pivot joint. The outer ends of the transverse struts 36 are each connected to a link arm. By means of the Watt linkage, the tilting movement of the link arm 8 in a direction transverse to the direction of travel is transmitted to the other link arm 8.

[0049] Figure 4 The enlarged view of the outer end of the axle bridge 22 shows that this end has two plates 42a, 42b spaced apart from each other and oriented at least approximately horizontally when the axle structure 6 has been installed on the vehicle 2. Fixedly connected to the first plate 42a is at least one sleeve 44, the longitudinal center axis L (at Figure 4 The two plates 42a, 42b have through-holes 46 in the continuation of the longitudinal center axis L of the sleeve 44, through which threaded bolts 48 adapted to the sleeve 44 can be guided. An intermediate space 50 is formed between the two plates 42a, 42b and the end of the sleeve 44, into which the connecting element 52 of the connecting rod arm 8 is inserted. The connecting element 52 of the connecting rod arm 8 also has a through-hole 46 in the continuation of the longitudinal center axis L of the sleeve 44, through which threaded bolts 48 adapted to the sleeve 44 can be guided, as shown in FIG. Figure 5 In the exemplary embodiment, the two plates 42a, 42b have clamping surfaces 54 on both sides facing away from the sleeve 44, onto which the heads of nuts or threaded bolts 48 are screwed. If the threaded bolts 48 are already screwed to the threaded sleeve 44 welded on the inside of one of the two plates 42a, 42b, then of course it is sufficient for only the plates 42a, 42b not welded to the threaded sleeve 44 to have the clamping surfaces 54.

[0050] Figure 5 It is also shown that the axle bridge 22 has fasteners at its outer end for connecting to an air spring bellows as an example of a spring element 14. In the exemplary embodiment shown, the fasteners are two threaded holes 56, through which the air spring bellows can be screwed to the axle structure 6. Figure 4 and 5The end of the axle bridge 22 shown in the figure together with the two plates 42a, 42b and the connecting element 52 forms a connection node 58, through which the axle bridge 22 is connected both to the link arm 8 and to the air spring bellows. In the exemplary embodiment, the bellows carrier 60 has been placed on the upper plate of the two plates 42a, 42b at one end of the axle bridge 22 and has been fixedly connected to the axle bridge 22.

[0051] The present invention is not limited to the exemplary embodiments described above. It will not be difficult for a person skilled in the art to modify the exemplary embodiments so that they appear to be suitable for a particular application.

[0052] Reference numerals list

[0053] 2 Commercial vehicles

[0054] 4 Frame

[0055] 6-axis structure

[0056] 8 Link arm

[0057] 10 Pivot bearing

[0058] 12 Wheel carrier

[0059] 14 Spring element

[0060] 16 Wheels

[0061] 18 Interface for connecting wheel carrier

[0062] 20 Supporting part

[0063] 22 Axis bridge

[0064] 24 Fastening bracket

[0065] 26 Suspension struts

[0066] 28 Fastening elements

[0067] 30 Base Plate

[0068] 32 Toe management device

[0069] 34 hinged plate

[0070] 36 Horizontal support

[0071] 38 Cover

[0072] 40 Side Panel

[0073] 42 Plate

[0074] 44 Sleeve

[0075] 46 Through Holes

[0076] 48 threaded bolt

[0077] 50 The Space Between

[0078] 52 Connecting elements

[0079] 54 Clamping surface

[0080] 56 threaded holes

[0081] 58 Connecting Nodes

[0082] 60 Bellows carrier

[0083] 200 Electric drive system

[0084] K Saddle pin

[0085] R Wheel axis

[0086] V protrusion

[0087] L longitudinal center axis

Claims

1. An axle structure (6) for a commercial vehicle chassis, having a wheel axis (R), the spatial position of which is determined by the rotation axes of at least two wheels (16) located on opposite sides of the axle structure (6), the wheels (16) being each held by a wheel carrier (12) on a link arm (8) connected to the wheel carrier, the link arms (8) being spaced apart from one another along the wheel axis (R) and each oriented in a direction transverse to the wheel axis (R), the link arms (8) each having a pivot bearing (10) at a first end, an interface (18) for attaching the wheel carrier (12) to the respective link arm (8) at a first distance from the pivot bearing (10), and a support section (20) for connecting the respective link arm (8) to a spring element (14) at a second distance from the pivot bearing (10), characterized in that The linkage arms (8) are connected to one another on the side of the wheel axis (R) facing away from the pivot bearing (10) via an axle bracket (22), wherein the axle bracket (22) is screwed to the linkage arms (8).

2. The shaft structure according to claim 1, characterized in that: The outer end of the axle bridge (22) has two plates (42a, 42b) spaced apart from each other, and when the axle structure (6) has been installed on the vehicle (2), the outer end of the axle bridge (22) is oriented at least approximately horizontally, wherein at least one sleeve (44) is present between the two plates (42a, 42b), when the axle structure (6) has been installed in the vehicle (2), the longitudinal center axis (L) of the sleeve extending in an at least approximately vertical direction, at least one of the two plates (42a, 42b) having a through hole (46) in the continuation of the longitudinal center axis of the sleeve (44), through which a threaded bolt (46) adapted to be inserted into the sleeve (44) is guided. 48), an intermediate space (50) is formed between the two plates (42a, 42b) and one end of the sleeve (44), a connecting element (52) of the connecting arm (8) is inserted into the intermediate space (50), the connecting element (52) of the connecting arm (8) also has a through hole (46) in the continuation of the longitudinal center axis of the sleeve (44), a threaded bolt (48) adapted to be inserted into the sleeve (44) is guided through the through hole, and at least one of the two plates (42a, 42b) has a clamping surface (54) on the side facing away from the sleeve (44), and the head of a nut or a threaded bolt (48) is screwed onto the clamping surface (54).

3. The shaft structure according to claim 2, characterized in that: The axle bridge (22) is in the form of a welded structure, and the plates (42a, 42b) are outward extensions of the upper and lower profile limbs of the axle bridge (22), in particular the base plate (30) and the cover plate (38).

4. A shaft structure according to any one of the preceding claims, characterized in that When viewed from above, the longitudinal centre axes of the plates (42a, 42b) are angled towards the wheel axis (R) compared to the longitudinal centre axis of the remainder of the axle bridge (22).

5. A shaft structure according to any one of the preceding claims, characterized in that The axle bridge (22) has respective fasteners at its outer end for connection to the air spring bellows.

6. The shaft structure according to claim 5, characterized in that: The respective ends of the axle bridge (22) are connected both to the link arm (8) and to the air spring bellows at a connection node (58).

7. The shaft structure according to any one of claims 2 to 6, characterized in that: A bellows carrier (60) has been placed on an upper plate of two plates (42a, 42b) located at one end of the shaft bridge (22), and has been fixedly connected to the shaft bridge (22).

8. A shaft structure according to any one of the preceding claims, characterised in that The connection between the axle bridge (22) and the connecting rod arm (8) is configured so that a spring element (14) can be mounted on at least one of these elements without disassembling the connection between the axle bridge (22) and the connecting rod arm (8).

9. A shaft structure according to any one of the preceding claims, characterised in that The axle bridge (22) is in the form of a welded structure having a base plate (30) on its underside, which extends across the width of the axle bridge (22) in an at least approximately constant plane and has a greater overall height (H) in its central portion than in the outer peripheral region.

10. A shaft structure according to any one of the preceding claims, characterised in that A fastening bracket (24) for attaching a suspension strut (26) is formed in the central region of the axle bridge (22).

11. The shaft structure according to claim 10, characterized in that: The fastening bracket (24) is in the form of a protrusion (V), which is located below the upper edge of the axle bridge (22) and extends in a direction transverse to the extension direction of the axle bridge (22), wherein a fastening element (28a) for fastening a suspension strut (26) is formed on the protrusion (V) and has a tension direction at an angle (α) <45° and >0° relative to the extension direction of the axle bridge (22) when viewed from above.

12. The shaft structure according to claim 11, characterized in that: Fastening elements (28a) for fastening a suspension strut (26) are formed on opposite sides of the projection (V), at each side of the projection (V), at least one respective suspension strut (26) is connected to an associated fastening element (28a) in a rotatable manner and / or in an articulated manner, and when the axle structure (6) is mounted and inactive in the commercial vehicle, the suspension strut (26) extends from the associated fastening element (28a) to a connection point of the suspension strut (26) to a link arm (8) associated with the suspension strut (26) at an angle that deviates by an angular dimension from a straight line between the associated fastening point and the center of the associated wheel (16).

13. A shaft structure according to any one of the preceding claims, characterised in that A fastening element (28b) for attaching a toe management device (32) is formed on the axle bridge (22).

14. The shaft structure according to claim 13, characterized in that: The fastening element (28b) is a shaft for connection to a Watt's linkage.

15. A shaft structure according to any one of the preceding claims, characterised in that The fastening element (28b) for attaching a toe management device (32) is arranged on the axle bridge (22) on the side opposite to the fastening bracket (24) for attaching a suspension strut (26).

16. A commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, having a wheel axis (R), the spatial position of which is determined by the rotation axes of at least two wheels (16) located on opposite sides of the axle structure (6), the wheels (16) each being held by a wheel carrier (12) on a link arm (8) connected to the wheel carrier, the link arms (8) being spaced apart from one another along the wheel axis (R) and each being oriented in a direction transverse to the wheel axis (R), the link arms (8) each having a pivot bearing (10) at a first end, an interface (18) for attaching the wheel carrier (12) to the respective link arm (8) at a first distance from the pivot bearing (10), and a support section (20) for connecting the respective link arm (8) to a spring element (14) at a second distance from the pivot bearing (10), characterized in that The shaft structure is designed as claimed in the characterizing parts of claims 1 to 15 .

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