Axle structure for utility vehicle chassis, comprising axle

Abstract

The invention relates to an axle structure (6) for a utility vehicle chassis, comprising a wheel axis (R), the spatial position of which is determined by the axis of rotation of at least two wheels (16) located on opposite sides of the axle structure (6). The purpose of the present invention is to provide an axle structure capable of leaving sufficient structural space in order to equip the utility vehicle with an electric drive in the region of the axle structure while ensuring safe drivability and high driving comfort. This is achieved in that the link arms (8) are connected to one another via an axle (22) on the side of the wheel axis (R) facing away from the pivot bearing (10).

Description

[0001] The invention relates to an axle arrangement of a chassis of a commercial vehicle according to the preamble of claim 1 , and to a commercial vehicle comprising a corresponding axle arrangement according to the preamble of claim 17 .

[0002] Document DE 101 63 628 A1 discloses an axle structure of the above type, which includes an axle. The wheels are driven by drive motors arranged on the wheels. The axle is arranged below the wheel axis in order to reduce the boarding height of the low-floor bus as much as possible.

[0003] Document DE 35 26 272 A1 discloses an axle structure in which a hollow axle carrier supports a wheel carrier at its outer end. Springs 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 performance and mitigate impairments in driving comfort caused by road irregularities. In addition, they must guide the wheels in an elastic manner when the vehicle is subjected to bumps, without significantly changing the geometry of the chassis, and at the same time have the longest possible spring travel, be able to dampen shocks and be as lightweight as possible in order to keep the unsprung masses as low as possible. This applies to commercial vehicles in the form of truck trailers as much as to passenger cars.

[0005] In recent years, a new problem has arisen, namely that axle structures for commercial vehicles should be able to use one or more electric motors to drive the wheels supported by the axle structure. However, there is a problem here that the construction space available in commercial vehicles is limited, especially when the commercial vehicle is a truck trailer. The construction width and height of commercial vehicles are limited by statutory licensing requirements. The wheels used on commercial vehicles must have a sufficiently large wheel diameter and width in order to be able to safely support the mass of the commercial vehicle including the cargo on the ground. The width of the wheels and the linkage arms already greatly limits the construction space that is still available between them. The commercial vehicle must also have sufficient ground clearance underneath. The loading area of ​​the commercial vehicle cannot be raised, because otherwise there would be a loss of cargo space, which would have a negative impact on the efficiency of the commercial vehicle. For these reasons, the axle systems known from the prior art are not suitable for use with high-power electric drives that are separated from the unsprung masses. Therefore, in particular, conventional rigid axles cannot be installed in such an axle structure.

[0006] The object of the present invention is to provide an axle structure which leaves sufficient structural space for equipping a commercial vehicle with an electric drive in the region of the axle structure while ensuring safe driving performance and high driving comfort.

[0007] For an axle structure of the type mentioned above, this object is achieved by the characterizing features of claim 1 ; for a commercial vehicle of the type mentioned above, this object is achieved by the characterizing features of claim 17 .

[0008] By arranging the axle in the space on the side of the wheel axis facing away from the pivot bearing, the structural space in the area of ​​the wheel axis between the linkage arms is preserved. An axle tube extending from one wheel to the other and directly connecting the rotation axes of the wheels to one another can be omitted. The structural space thus freed up can then be used for the drive components of the electric drive of the wheels supported by the axle structure. Nevertheless, the two linkage arms are still connected to one another via the axle.

[0009] The link arms are each mounted pivotably in a pivot bearing which is arranged in a fixture on the vehicle frame. By connecting the link arms to one another via the axle, in particular in the region of the link arm portion on the side of the wheel axis facing away from the pivot bearing, better toe management can be achieved for the wheels mounted on the wheel frame. Together with the axle, the two link arms form a U-shaped swing arm, with the two wheels mounted on opposite sides of the swing arm. The axle allows the transverse and supporting forces acting on the axle structure during travel of the commercial vehicle to be distributed well between the two wheels and the link arms. The axle reduces the tendency of the link arms to oscillate individually in a direction perpendicular to the direction of travel when transverse forces act on one or both link arms. The introduction of the axle also ensures that the toe width of the axle remains constant, which is usually ensured by a rigid axle tube.

[0010] The link arms may be integral or may be formed from multiple parts. In integral embodiments, they extend from the pivot bearing to the axle connection area in the form of a welded assembly or a single part cast from a steel casting. In multiple-part embodiments, there are sections between the individual parts of the link arm, but at these sections, the individual parts are connected together to form a single link arm.

[0011] The axle 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 link arm on the other side of the vehicle upwards or pushing it downwards in the same way. Although the axle is preferably of rigid construction, in the presence of unilateral loads, the axle and the link arm are capable of a small torsional movement, so that the forces are at least partially compensated. Thus, a unilateral deflection or rebound is still possible to a certain extent. This is particularly the case when the link arm is mounted in a fixture on the frame of the commercial vehicle and the bushing of the pivot bearing in which the link arm is mounted is relatively soft.

[0012] According to one embodiment of the invention, the linkage arm is connected to the axle in the region of a support section for connecting the respective linkage arm to a spring element. Connecting the axle to the linkage arm in the region of the spring element provides a good force flow and enables the spring element to provide good support for the axle in the vertical direction. In order to achieve the spring function, the spring element must extend along a stroke in order to generate a sufficient spring travel. In order to be able to utilize a sufficiently long spring travel and to ensure the required ground clearance offset for the commercial vehicle, one end of the spring element should act as low as possible on the linkage arm. If the axle also acts on the linkage arm in this region, the axle is also connected to the linkage arm as low as possible. The lower position of the axle in the axle structure creates a structural space at the top, which can be used for drive components and / or chassis components of the electric drive and / or to make the structure of the axle as stable as possible.

[0013] According to one configuration of the invention, the axle is in the form of a welded structure. Such a welded structure can be relatively light. A corresponding shape (for example a hollow box) can still produce a high rigidity.

[0014] According to one embodiment of the invention, the axle is a welded structure with a base plate on its underside, which extends across the width of the axle in an at least approximately constant plane and has a greater overall height in the central part than in the peripheral area. The at least approximately flat base plate forms a protection towards the ground for drive components that may be arranged below the axle between the linkage arms. In the installed state, the base plate determines the ground clearance of the axle structure. When the axle structure is installed in the vehicle and the base plate is at least approximately horizontal, the base plate has a high resistance to foreign objects hitting the base plate in the direction of its extension, which greatly reduces the risk of permanent deformation of the axle structure during use. In addition, the continuous base plate prevents excessive accumulation of dirt inside the axle. The greater overall height of the central part statically increases the strength of the axle in the area where sagging is most likely to occur. Increasing the cross-sectional profile of the axle upwards means that the available structural space between the linkage arms can be used in a smart way.

[0015] According to one configuration of the invention, a fixed bracket for connecting a suspension strut is formed in the central area of ​​the axle. The suspension strut enables adjustment of toe, camber, kingpin inclination and caster. Toe 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 established at the contact patch of the relevant wheel and perpendicular to the longitudinal axis of the vehicle. The kingpin inclination angle, on the other hand, is the angle between the tilted axle and a vertical line of the road perpendicular to the longitudinal axis of the vehicle.

[0016] The payload can also lead to changes in the camber angle if the axle geometry is not designed correctly. The suspension struts can therefore be used to adjust the camber angle appropriately to the payload that is typically transported. Cornering forces only occur during tire travel if there is a slip angle and / or a camber angle. Due to the camber angle, a favorable stress distribution is created in the tread particles in the tire contact patch. For multi-wheeled vehicles such as commercial vehicles, basic camber angle and camber angle variation can be used to partially compensate for the camber angle relative to the road surface that occurs on the outer wheels due to the vehicle's rolling tendency when cornering. For single-wheel suspensions, the camber angle changes with the spring travel due to the axle principle and axle kinematics. In contrast, with a rigid axle, the camber angle relative to the road surface remains approximately constant during cornering. In an axle design, the conventional axle tube is replaced by an axle which is offset to the wheel axis. As a result, when the payload changes or when turning and when the wheel is swerving or rebounding, camber changes occur again at the wheel due to the offset of the axle relative to the wheel axis. These camber changes are caused by torsional movements of the link arm and / or the axle. Therefore, in axle designs for drive axles, since there is no conventional axle tube and the pivotable link arm is connected to the drive wheel fixed thereto via an axle which is offset to the wheel axis, additional wheel guidance and a solution for transmitting wheel forces are required. In the design of commercial vehicle axle designs, especially in the design of pneumatic axle designs, it is also important to dissipate the lateral forces that occur appropriately. In particular, when turning or when the payload increases, the axle is subject to high bending loads. This is particularly true in the case of drive axles in vehicles.

[0017] Now, for the first time, it is possible to set the camber angle of the wheels to a value when the axle structure is mounted on a commercial vehicle, by means of a suspension strut that can be connected to the axle via a fixed bracket, and to maintain the desired wheel camber angle of the drive wheels when the commercial vehicle is in motion, while at the same time transmitting and compensating the wheel forces that occur when the commercial vehicle is in motion. In order to maintain the desired wheel camber angle and to dampen the forces that occur when the commercial vehicle is in motion, the fixed bracket is formed in the central area of ​​the axle. The second end of the suspension strut is connected to one of the link arms, whose first end can be fixed to the fixed bracket. When cornering and carrying high payloads, the suspension strut, which is fixed at its first end to the fixed bracket, transfers the bending forces acting on the axle to the link arm, to which the wheel carrier and the drive wheel are fixed. As a result, the loads on the connection of the axle to the link arm are reduced. The link arm dissipates the forces acting on it from the suspension strut to the wheel and the frame.

[0018] According to one configuration of the present invention, the fixing bracket is in the form of a protrusion, which is located below the upper edge of the axle and extends in a direction perpendicular to the extension direction of the axle, wherein the suspension strut has a length adjustment device, and fixing elements for fixing the suspension strut are formed on the protrusion, and the tension direction of these fixing elements forms an angle less than 45° and greater than 0° with the extension direction of the axle when viewed from above.

[0019] This projection enables the suspension strut to act on the axle at a lower position than the upper side of the axle. Due to the resulting longer lever arm, the suspension strut can withstand higher forces.

[0020] The suspension strut has a length adjustment device. After the axle arrangement has been mounted on the commercial vehicle, the suspension strut is able to set the camber angle of the wheel, the toe-in angle of the wheel, the caster angle of the wheel and the caster angle of the corresponding axle arrangement to the desired values. The suspension strut can have a fixed length suitable for the desired geometrical setting of the wheel. However, it is also possible to make the geometrical setting of the wheel adjustable by setting the length of the suspension strut to a suitable length using the length adjustment device. For example, the length can be adjusted by means of a telescopic tube which can be fixed in a corresponding extended position, by means of a tensioning screw which can be set in a variable length or by means of another suitable length adjustment device. The length of a suspension strut equipped with a length adjustment device can not only be set to the desired value when the axle arrangement is mounted on the vehicle, but can also be adjusted during use of the vehicle.

[0021] Due to the tension direction of the suspension strut, when viewed from above, its tension direction is at an angle of less than 45° and greater than 0° to the extension direction of the axle. By correspondingly tilting the fixing element relative to the fixing plate to which it is fixed and / or by arranging the fixing plate to which it is fixed at a certain angle relative to the extension direction of the axle, the tension direction of the fixing element can be oriented within a specified angle range, thereby generating a specified tension direction angle. Due to the fact that the tension direction of the suspension strut is at an angle of less than 45° to the extension direction of the axle when viewed from above, the individual suspension struts, the axle parts supported by the individual suspension struts and the parts of the connecting rod arms between their connection points to the axle and the points at which the individual suspension struts act on the connecting rod arms form a force triangle, through which the forces acting on these components can be easily distributed. As a result, the suspension struts can effectively support the axle in a direction perpendicular to the longitudinal extension direction of the vehicle and keep the wheels in the desired geometrical arrangement when the commercial vehicle is traveling. Due to the angle greater than 0°, the suspension struts can transmit not only transverse forces but also longitudinal forces from the axle to the frame. The fixing element can be, for example, in the form of bolts, on which the suspension strut can be screwed. However, hook-shaped fixing elements or fixing elements formed in other suitable ways can also be provided.

[0022] According to one configuration of the present invention, fixing elements for fixing suspension struts are formed on opposite sides of the protrusion, at each side of the protrusion, at least one corresponding suspension strut is rotatably and / or hingeably connected to the relevant fixing element at the fixing element, and when the axle structure is mounted on the commercial vehicle and is in an inactive state, the suspension strut extends from the relevant fixing element to the connection point of the suspension strut and the relevant link arm at a mounting angle, and the mounting angle deviates by an angle value relative to the straight line between the relevant fixing point and the center of the relevant wheel. 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 a tensile load, and the fixing element arranged on the second side of the protrusion is subjected to a compressive load. The lateral force is transmitted to both sides of the frame, which enables the axle structure to be well supported when turning.

[0023] According to one embodiment 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 respective link arm, and the suspension struts are oriented such that a first of the two suspension struts deviates upwards towards the link arm relative to a straight line between the respective fixing point and the centre of the respective wheel, while a second of the two suspension struts deviates downwards towards the link arm relative to a straight line between the respective fixing point and the centre of the respective wheel. In this particular arrangement, when the link arm and the axle deform, the at least two suspension struts each move in opposite directions, so that they generate a tilting moment on the respective link arm and thus also on the wheel fixed thereto. This tilting moment can be used to keep the wheel in a desired geometrical setting.

[0024] According to one embodiment of the invention, a fixing element for connecting a toe management device is formed on the axle. Unlike a suspension strut, the purpose of a toe management device is to have a favorable influence on the toe of the wheels of the axle structure when the commercial vehicle is driving. Due to the different degrees of deflection and rebound movement of the link arms on opposite sides of the frame, the torsional movement of the frame and the lateral forces introduced by the wheels, the toe of the wheels may change. Vehicles equipped with such an axle structure may therefore show an inherent steering behavior, which is disadvantageous for safe driving. In addition, the torque caused by the drive device can destroy the toe consistency 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 to ensure a straight toe of the axle structure within a wide range of ground clearances. In order to solve this problem, a fixing element for connecting a toe management device is provided on the axle. The fixing element for connecting the toe management device is preferably located in the middle of the axle so that the force introduced into the axle by the toe management device can be evenly transmitted to both sides of the axle structure and a wider ground clearance range can be ensured.

[0025] According to one configuration of the invention, the fixed element is a shaft for connection to a Watt linkage. The rotatable joint of the Watt linkage can be mounted on this shaft. With the Watt linkage, the axis always remains centrally guided in the vertical direction during deflection and rebound. This utilizes the effect described by the Watt parallelogram. A possible configuration could be such that one side of the transverse strut is fixed to the frame. The movable end on the other side is connected to the axle via a rotatable joint. The lateral travel movement is a result of the radius that the movable ends of the two transverse struts traverse during deflection and rebound. However, they do not pull the axis outwards, because the rotatable joint allows length compensation, which keeps the axis in a central position.

[0026] According to one embodiment of the invention, the fixing element for the toe management device is arranged on the side of the axle opposite the fixing bracket for the suspension strut. The arrangement of these components on opposite sides of the axle results in a parallelogram-like force distribution. The forces introduced into the axle by the suspension strut and the toe management device can be introduced into the axle in an optimal manner. In addition, the high position of the axle makes it possible to position the fixing element for the toe management device in a selected area, thereby avoiding collisions of the rotatable joint with the bottom surface.

[0027] According to one embodiment of the invention, the outer ends of the axle have two plates spaced apart from each other, which are at least approximately horizontally oriented when the axle structure is assembled on the vehicle, wherein between the two plates there is at least one sleeve, the longitudinal center axis of which extends at least approximately in the vertical direction 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 adapted to the sleeve passes, an intermediate space is formed between the two plates, into which a connecting element of the connecting rod arm is inserted, the connecting element of the connecting rod arm also has a through hole in the extension of the longitudinal center axis of the sleeve, through which a bolt adapted to the sleeve passes, and at least one of the two plates has a clamping surface on the side facing away from the sleeve, on which a nut or a bolt head is screwed. The above-mentioned structure makes it possible to easily connect the axle and the connecting rod arm to each other, in particular, by an advantageous bolt connection, which allows the individual components to be mounted and disassembled independently of each other. The sleeve can be a simple clamping sleeve or a threaded sleeve with an internal thread. The sleeve can be fixedly connected to one plate, for example by welding, and then act on the other plate by a bolt connection, or the sleeve can be inserted as a simple spacer sleeve on a bolt that tightens the two plates to each other. The connecting element of the linkage arm can be a flat branch of the linkage arm, which is inserted into the space between the sleeve and the second plate and then screwed to the axle by means of bolts inserted through the through holes. 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 linkage arm associated with one end of the axle can be connected to it by means of several bolts. When the linkage arm is connected to the axle by means of several bolts, a sufficiently strong, durable and maintenance-free connection can be provided between the two components. The at least approximately horizontal orientation of the plates depends on the ground clearance of the axle structure, but in the normal lowered driving state, the spatial position of the plates is at least approximately vertical.

[0028] According to one embodiment of the invention, the axle has a fixing for connecting to an air spring bag at its outer end. The air spring bag is a spring element, by means of which the free end of the linkage arm can be supported on the vehicle frame. During the spring movement of the linkage arm, the air spring bag is compressed or expanded. In the case where the axle is directly connected to the air spring bag, the axle on the corresponding side of the vehicle directly follows the deflection and rebound movement of the air spring bag. Therefore, a special force transmission device can be omitted. The fixing can be formed, for example, by a sleeve or a bolt, by which the individual components can be connected to each other in a bolted manner. According to one embodiment of the invention, the air spring bag can also be directly connected only to the axle and not to the linkage arm, so that the spring force is only indirectly transmitted to the relevant linkage arm via the axle.

[0029] According to one configuration of the present invention, the corresponding ends of the axle are connected to both the link arm and the air spring bag at a connection node. The connection node connects the corresponding ends of the axle, the corresponding ends of the associated link arm, and the corresponding ends of the associated air spring bag to each other. The connection node allows easy transmission of forces between the components connected to each other via the connection node.

[0030] According to one construction of the invention, an airbag bracket is placed on the upper plate of the two plates at one end of the axle and fixedly connected to the axle. The airbag bracket can be in plate-like form. The airbag bracket can be provided with openings through which one or more bolt heads or nuts located below it can be reached. The airbag bracket can be made thick enough so that the bolt heads or nuts do not protrude beyond the surface of the airbag bracket. This provides a planar surface for supporting the spring element and provides sufficient structural space for installing the spring element (especially the spring element in the form of an air spring airbag). The connection of the airbag bracket to the axle can be achieved, for example, by bolting or welding. In addition, the connection node between the linkage arm and the axle is constructed so that the spring airbag can still be installed or removed after the two components are assembled.

[0031] According to one embodiment of the invention, the connection between the axle and the linkage arm is configured such that the spring element can be mounted on at least one of these components without dismantling the connection between the axle and the linkage arm. This can be achieved by a separate interface for the connection between the axle and the respective linkage arm, and a separate interface for the connection between the axle and / or the linkage arm and the spring element, for example via the airbag bracket. This makes it possible to repair or replace the spring element without excessive expenditure.

[0032] According to one embodiment of the invention, the linkage arm and the axle are connected to each other by at least three bolt connections in each case. If the wheel axis is offset from the axle in the axle arrangement, high thrust and tension forces can occur in the transition area between the linkage arm and the axle when the commercial vehicle equipped with the axle arrangement turns and / or when the linkage arm deflects or rebounds. Bolted connections have advantages over conventional welded connections. However, in order for the bolted connection to be able to withstand sufficiently high loads, at least three bolted connections are required to secure the linkage arm to the axle sufficiently firmly and permanently.

[0033] It should be noted that the various configurations of the present invention described above can be combined individually or with each other and 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.

[0034] Further modifications and configurations of the invention can be derived from the claims, the description and the drawings.

[0035] In the following text, the invention will be explained in more detail with reference to exemplary embodiments. In the drawings:

[0036] Figure 1 : shows an overall view of an electric drive system installed in a commercial vehicle, viewed obliquely from bottom to top;

[0037] Figure 2 : shows a top view of the axle structure;

[0038] Figure 3 : A rear view showing the axle structure;

[0039] Figure 4 : shows an enlarged view of the outer end of the axle;

[0040] Figure 5 : Shows Figure 4 View of the bolted connection at the outer end of the axle shown in .

[0041] Figure 1 The overall view from below and obliquely upward of a commercial vehicle 2 in the form of a truck trailer is shown, in which an electric drive train 200 is installed. In this exemplary embodiment, the commercial vehicle 2 has a frame 4, which is supported on the ground via three axle structures 6. The central axle structure 6 is equipped with an electric drive train 200, and the axles and shafts of the other two axle structures have been omitted to simplify the drawing. In the front area, the commercial vehicle is placed on the semitrailer coupling of a semitrailer tractor via a kingpin K (not shown in more detail in the figure) and is towed by the semitrailer tractor.

[0042] The axle structure 6 has a respective link arm 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 link arm 8, to which a wheel of the commercial vehicle 2 can then be screwed. At the end facing away from the pivot bearing 10, the link arms 8 are also supported on the frame 4 via a spring element 14. Therefore, during a spring movement, the link arm 8 rotates about the pivot bearing 10 and springs against the restoring force in the elastic spring element 14.

[0043] Figure 2A top view of an axle arrangement 6 is shown. In this view, the wheel axis R is clearly visible, the spatial position of which is determined by the rotation axes of at least two wheels 16 arranged on opposite sides of the axle arrangement 6. Each wheel 16 is fixed to a connecting arm 8 connected thereto via a wheel carrier 12. The connecting arms 8 are spaced apart from one another along the wheel axis R and are each oriented in a direction perpendicular to the wheel axis R. Each connecting arm 8 has a pivot bearing 10 at a first end, an interface 18 at a first distance from the pivot bearing 10 for connecting the wheel carrier 12 to the respective connecting arm 8, and a support portion 20 at a second distance from the pivot bearing 10 for connecting the respective connecting arm 8 to the spring element 14.

[0044] The link 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 link arms 8 are also connected to the axle 22 in the region of a support section 20 for connecting the respective link arm 8 to the spring element 14. A fixing bracket 24 for connecting a suspension strut 26 is provided 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 located below the upper edge of the axle 22 and extends in a direction perpendicular to the extension direction of the axle 22. Fixing elements 28a for fixing the suspension strut 26 are formed on the projection V and, viewed from above, the tension direction of these fixing elements forms an angle α with the extension direction of the axle 22, which is less than 45° and greater than 0°.

[0045] Fixing elements 28a for fixing the suspension struts 26 are formed on opposite sides of the protrusion V, and on each side of the protrusion V, at least one corresponding suspension strut 26 is rotatably and / or hingedly connected to the relevant fixing element 28a at the fixing element, and when the axle structure 6 is installed on the commercial vehicle and is in an inactive state, the suspension strut 26 extends from the relevant fixing element 28a to the connection point of the suspension strut 26 and the relevant link arm 8 at an angle that deviates from a straight line between the relevant fixing point and the center of the relevant wheel 16 by an angle value.

[0046] Figure 3A rear view of the axle structure is shown. As is apparent from this view, the axle 22 is a box-shaped welded structure having a bottom plate 30, a cover plate 38 and two side plates 40. The bottom plate 30 on the lower side of the axle 22 extends across the width of the axle 22 in an at least approximately constant plane. The side plates 40, and thus the axle 22, have a central portion with a total height H that is greater than the total height of the peripheral region. A fixing element 28b for connecting the toe management device 32 is formed on the axle 22. In this exemplary embodiment, the toe management device 32 is in the form of a Watt's linkage. The fixing element 28b is a shaft on which a hinge plate 34 is rotatably mounted. 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 respectively connected to a link arm. By means of the Watt's linkage, a tilting movement of one link arm 8 in a direction perpendicular to the direction of travel is transmitted to the other link arm 8.

[0047] from Figure 4 As can be clearly seen from the enlarged view of the outer end of the middle axle 22, this end has two plates 42a, 42b spaced apart from each other, which are at least generally oriented horizontally when the axle structure 6 is assembled to the vehicle 2. At least one sleeve 44 is fixedly connected to the first plate 42a, and when the axle structure 6 is installed in the vehicle 2, its longitudinal center axis L (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 the connecting element 52 of the connecting rod arm 8 is inserted. Figure 5 As shown, the connecting element 52 of the connecting rod arm 8 also has a through hole 46 on the extension of the longitudinal center axis L of the sleeve 44, through which a bolt 48 adapted to the sleeve 44 can pass. In this exemplary embodiment, the two sides of the two plates 42a, 42b facing away from the sleeve 44 have a clamping surface 54, on which the head of the nut or bolt 48 is screwed. If the bolt 48 is screwed on the threaded sleeve 44 welded to the inner side of one of the two plates 42a, 42b, of course, it is sufficient for the plate 42a or 42b that is not welded to the threaded sleeve 44 to have a clamping surface 54.

[0048] Figure 5 The axle 22 is also shown to have a fastening means at the outer end shown for connection to an air spring bellows as an example of a spring element 14. In the exemplary embodiment shown, the fastening means are two threaded holes 56, through which the air spring 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 both to the link arm 8 and to the air spring airbag. In this exemplary embodiment, the airbag bracket 60 is placed on the upper plate of the two plates 42a, 42b at one end of the axle 22 and is fixedly connected to the axle 22.

[0049] The invention is not limited to the exemplary embodiments described above. A person skilled in the art will have no difficulty in modifying the exemplary embodiments in any way they deem appropriate in order to adapt them to a particular application.

[0050] Reference numerals list

[0051] 2 Commercial Vehicles

[0052] 4 Frame

[0053] 6-axle structure

[0054] 8-link arm

[0055] 10 Pivot bearings

[0056] 12 wheel rack

[0057] 14 Spring element

[0058] 16 wheels

[0059] 18Interface for connecting wheel frame

[0060] 20 Support part

[0061] 22 Axle

[0062] 24Fixed bracket

[0063] 26 suspension struts

[0064] 28Fixing elements

[0065] 30 bottom plate

[0066] 32 Toe management device

[0067] 34 hinged plate

[0068] 36 lateral support

[0069] 38 Cover

[0070] 40 side panels

[0071] 42 boards

[0072] 44 sleeve

[0073] 46 through holes

[0074] 48 bolts

[0075] 50 The Space Between

[0076] 52 Connecting elements

[0077] 54 Clamping surface

[0078] 56 threaded holes

[0079] 58 connection nodes

[0080] 60 airbag stent

[0081] 200 Electric Drivetrain

[0082] K Kingpin

[0083] RWheel axis

[0084] V-shaped

[0085] 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 the wheel axis (R) being determined by the rotation axes of at least two wheels (16) located on opposite sides of the axle structure (6), the wheels (16) being supported on a link arm (8) connected to the wheel frame (12) via a wheel frame (12), the link arms (8) being spaced apart from each other along the wheel axis (R) and being oriented in a direction perpendicular to the wheel axis (R), the link arms (8) having a pivot bearing (10) at a first end, an interface (18) at a first distance from the pivot bearing (10) for connecting the wheel frame (12) to the corresponding link arm (8), and a support portion (20) at a second distance from the pivot bearing (10) for connecting the corresponding link arm (8) to a spring element (14), characterized in that The link arms (8) are connected to one another via an axle (22) on the side of the wheel axis (R) facing away from the pivot bearing (10).

2. The axle structure (6) according to claim 1, characterized in that: The linkage arms (8) are also connected to the axle (22) in the region of a support section (20) for connecting the respective linkage arm (8) to a spring element (14).

3. The axle structure (6) according to claim 2, characterized in that: The vehicle axle (22) is a welded structure.

4. The axle structure (6) according to any one of the preceding claims, characterized in that The axle (22) is a welded structure having a bottom plate (30) on its underside extending across the width of the axle (22) in an at least substantially constant plane and having a greater overall height (H) in a central portion than in a peripheral region.

5. Axle structure (6) according to any one of the preceding claims, characterized in that A fixing bracket (24) for connecting a suspension strut (26) is formed in the central area of ​​the axle (22).

6. The axle structure (6) according to claim 5, characterized in that: The fixing bracket (24) is in the form of a protrusion (V), which is located below the upper edge of the axle (22) and extends in a direction perpendicular to the extension direction of the axle (22), wherein a fixing element (28a) for fixing a suspension strut (26) is formed on the protrusion (V), and when viewed from above, the tension direction of the fixing element forms an angle (α) with the extension direction of the axle (22), and the angle (α) is less than 45° and greater than 0°.

7. The axle structure (6) according to claim 6, characterized in that: Fixing elements (28a) for fixing a suspension strut (26) are formed on opposite sides of the projection (V), at least one corresponding suspension strut (26) on each side of the projection (V) is rotatably and / or hingeably connected to the relevant fixing element (28a) at the fixing element, and when the axle structure (6) is installed in the commercial vehicle and is in an inactive state, the suspension strut (26) extends from the relevant fixing element (28a) to the connection point of the suspension strut (26) to the link arm (8) associated with the suspension strut (26) at an installation angle that deviates by an angle value relative to a straight line between the relevant fixing point and the center of the relevant wheel (16).

8. Axle structure (6) according to any one of the preceding claims, characterized in that A fixing element (28b) for connecting a toe management device (32) is formed on the axle (22).

9. The axle structure (6) according to claim 8, characterized in that: The fixing element (28b) is a shaft for connection to a Watt's linkage.

10. Axle structure (6) according to any one of the preceding claims, characterized in that The fixing element (28b) for connecting the toe management device (32) is arranged on the side of the axle (22) opposite to the fixing bracket (24) for connecting the suspension strut (26).

11. Axle structure (6) according to any one of the preceding claims, characterized in that The outer end of the axle (22) has two plates (42a, 42b) spaced apart from each other, and when the axle structure (6) is assembled to the vehicle (2), the two plates are at least approximately horizontally oriented, wherein at least one sleeve (44) is provided between the two plates (42a, 42b), and when the axle structure (6) is installed in the vehicle (2), the longitudinal center axis (L) of the sleeve extends at least approximately in a vertical direction, 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), and a bolt (48) adapted to the sleeve (44) passes through it. The through hole forms an intermediate space (50) between the two plates (42a, 42b) and one end of the sleeve (44), and the connecting element (52) of the connecting rod arm (8) is inserted into the intermediate space. The connecting element (52) of the connecting rod arm (8) also has a through hole (46) on the extension line of the longitudinal center axis of the sleeve (44), and a bolt (48) adapted to the sleeve (44) passes 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 a nut or the head of the bolt (48) is screwed on the clamping surface.

12. Axle structure (6) according to any one of the preceding claims, characterized in that The axle (22) has corresponding fastening elements at its outer ends for connection to an air spring bellows.

13. The axle structure (6) according to claim 12, characterized in that: The corresponding end of the axle (22) is connected to both the linkage arm (8) and the air spring bellows at a connection node (58).

14. The axle structure (6) according to any one of claims 11 to 13, characterized in that: An airbag bracket (60) is placed on the upper plate of the two plates (42a, 42b) located at one end of the axle (22), and the airbag bracket (60) is fixedly connected to the axle (22).

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

16. Axle structure (6) according to any one of the preceding claims, characterized in that The linkage arm (8) and the axle (22) are connected to one another in each case by at least three bolt connections.

17. A commercial vehicle (2), the commercial vehicle (2) having an axle structure (6) for a commercial vehicle chassis, the axle structure 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) located on opposite sides of the axle structure (6), the wheels (16) being supported on a link arm (8) connected to the wheel frame (12) via a wheel frame (12), the link arms (8) being spaced apart from each other along the wheel axis (R) and being oriented in a direction perpendicular to the wheel axis (R), the link arms (8) having a pivot bearing (10) at a first end, an interface (18) at a first distance from the pivot bearing (10) for connecting the wheel frame (12) to the corresponding link arm (8), and a support portion (20) at a second distance from the pivot bearing (10) for connecting the corresponding link arm (8) to a spring element (14), characterized in that The axle structure (6) is designed according to the features of claims 1 to 16.

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