Commercial vehicle with axle design

Abstract

The invention relates to a commercial vehicle, in particular a battery-electrically driven trailer (20) for coupling to a tractor unit, comprising a vehicle frame (21) extending in the longitudinal direction (L) of the vehicle, on the underside (22) of which at least one, in particular two or three trailer axles (23) are arranged, wherein at least one axle is equipped with an electric drive unit (30) for driving and decelerating the commercial vehicle, and an axle assembly (6) with two functional links (8) oriented in the longitudinal direction (L) of the vehicle and an axle bridge (10) oriented transversely thereto in the transverse direction (Q) of the vehicle for integrating and supporting the electric drive unit (30), and with a wheel axle (R) whose spatial position is determined by axes of rotation of at least two wheels (16) arranged on opposite sides of the axle assembly (6).wherein the functional links (8) have interfaces (12') for connecting wheel carriers (12) and the wheels (16) are each connected to the functional links (8) via a wheel carrier (12), wherein the functional links (8) are arranged spaced apart from one another along the wheel axis (R) and are connected to the vehicle frame (21), wherein the functional links (8) have pivot bearings (9) at first ends and support sections at opposite second ends for connecting the respective functional link (8) to a spring element (14). According to the invention, it is provided that the functional links (8) are connected to one another via the axle bridge (10), wherein the axle bridge (10) is attached to the functional links (8) at the level of the wheel axis (R).

Description

[0001] The invention relates to a commercial vehicle, in particular a battery-electrically powered trailer for coupling to a tractor unit, with an axle construction according to the preamble of claim 1.

[0002] Trailers (also called semi-trailers, articulated trailers, or in English, semi-trailers) are generally used for transport and work purposes, for example in freight transport or agriculture. For a long time, they were considered unmotorized commercial vehicles and are usually attached to a fifth wheel coupling of a typically diesel-powered tractor unit via a kingpin. However, tractor units are now also being used as electrically powered vehicles.

[0003] Trailers typically have a chassis constructed with crossbeams and longitudinal beams, or a ladder frame, and are usually multi-axle. A semi-trailer usually has two or three axles.

[0004] As electromobility has advanced, concepts have emerged that equip the trailer with an additional drive unit to support the tractor unit. For example, one, two, or three trailer axles can be equipped with an electric motor and transmission unit. This allows the tractor unit to be supported during acceleration and deceleration phases as needed, thereby improving the overall energy efficiency of the commercial vehicle.

[0005] Electrifying the trailer necessitates increased support for the electric drive unit and its individual components through a laterally oriented axle design. Existing solutions, such as rigid axles, connect the electric drive unit to the unsprung mass. This increases the unsprung mass, negatively impacting ride comfort and driving dynamics. Furthermore, the drivetrain components must be designed to withstand higher accelerations to ensure they remain undamaged over their service life. This can prove costly and time-consuming, negatively affecting reliability.

[0006] The state of the art reveals various designs for the axles of commercial vehicles and trailers, particularly for electrically powered trailers. A significant example is document WO2024 / 052477A1, which describes an axle design in which the axle beam is attached to the functional control arms in a conventional manner. However, this solution has significant disadvantages, especially regarding durability, stability, efficient power transmission, and production-related factors.

[0007] A major disadvantage of these well-known designs is the long lever arm between the wheel axle and the axle housing. This leads to increased stress on the connecting elements and suboptimal power transmission, which in turn negatively affects the service life of the axle assembly. Furthermore, aligning the axle, especially adjusting the toe and camber, requires considerable effort, making assembly complicated and costly.

[0008] The object of the present invention is therefore to overcome the disadvantages of the prior art and to provide an improved axle design for commercial vehicles and in particular for battery-electrically powered trailers.

[0009] The main features of the invention are specified in the characterizing part of claim 1. Embodiments are the subject of claims 2 to 20.

[0010] In a commercial vehicle, in particular a battery-electrically powered trailer for coupling to a tractor unit, comprising a vehicle frame extending in the longitudinal direction of the vehicle, on the underside of which at least one, in particular two or three trailer axles are arranged, wherein at least one axle is equipped with an electric drive unit for driving and decelerating the commercial vehicle, and an axle assembly with two functional links oriented in the longitudinal direction of the vehicle and an axle bridge oriented transversely thereto in the transverse direction of the vehicle for integrating and supporting the electric drive unit, and with a wheel axle, the spatial position of which is determined by axes of rotation of at least two wheels arranged on opposite sides of the axle assembly, wherein the functional links have interfaces for connecting wheel carriers and the wheels are each connected to the functional links via a wheel carrier,wherein the functional links are arranged spaced apart from one another along the wheel axle and connected to the vehicle frame, wherein the functional links have pivot bearings at first ends and support sections at opposite second ends for connecting the respective functional link to a spring element, it is provided according to the invention that the functional links are connected to one another via the axle bridge, wherein the axle bridge is attached to the functional links at the level of the wheel axle.

[0011] The axle assembly according to the invention is characterized in particular by the fact that its axle bridge is attached to the control arms at the level of the wheel axle. This special mounting arrangement significantly reduces the lever arm between the wheel axle and the axle bridge, thereby enabling the forces acting on the axle assembly to be transmitted more efficiently. This results in improved durability and simplified assembly of the axle assembly. Furthermore, the specific design of the axle bridge allows for more precise alignment of the axle, which minimizes the effort required for adjusting toe, camber, caster, and toe-in.

[0012] The main advantage of the axle design according to the invention lies in the specific arrangement of the axle bridge at the level of the wheel axle. Placing the axle bridge at the level of the wheel axle results in improved force transmission between the wheels and the axle design, as the forces are directed more directly between the functional links and the axle bridge. This minimizes stresses in the connection, particularly at the mechanical load level, which in turn positively increases the structural integrity and service life of the entire system.

[0013] Furthermore, this results in reduced shear stress, which has a positive effect on the stability of the connection between the axle bridge and the functional control arms. The design also improves the overall rigidity of the structure and ensures precise tracking, which is particularly advantageous under heavy loads and dynamic stresses. In addition, the combined integration of the electric drive unit contributes to the efficiency of the trailer's propulsion and braking, thereby optimizing energy efficiency and the overall performance of the vehicle.

[0014] The solution or axle construction according to the invention thus offers, in overall consideration, an improved solution compared to the prior art, in particular with regard to the service life, ease of assembly and overall efficiency of the chassis system.

[0015] According to a preferred embodiment, the functional links can have base bodies extending to the first end, which can be equipped at the first ends with mounting brackets for receiving the pivot bearings and for fixing them to the vehicle frame. The functional links can have foot sections adjoining the base bodies, forming the opposite second ends of the functional links, which can be arranged below the spring element to act as support sections. The functional links, which are divided into two sections – base bodies and foot sections – offer clear functional separations that advantageously increase structural efficiency. Furthermore, shock absorbers can preferably be provided, with the shock absorbers being arranged between the mounting brackets or vehicle frame and the base bodies of the functional links.The base body accommodates the pivot bearings, shock absorbers, and wheel carrier, while the foot sections are the load-bearing elements for the system's suspension. This separation allows for optimal force distribution along the functional linkage, thus better relieving stress on critical points. Positioning the foot sections below the spring elements also improves load distribution on the axle structure and contributes to reducing material fatigue, thereby extending the overall service life of the axle assembly. The mounting brackets can preferably be designed to provide a stable and easily assembled connection between the functional links and the vehicle frame, simplifying maintenance.

[0016] Preferably, the transverse ends of the axle bridge can have contact surfaces that serve to rest against the inner surfaces of the control arms and to fix the axle bridge at the level of the wheel axle. These contact surfaces of the axle bridge can extend at least partially around the interfaces for connecting the wheel carriers and can be designed to support stable fixation while simultaneously contributing to the alignment of the axle with respect to toe, camber, and caster. Preferably, the contact surfaces can be arranged perpendicular to the central longitudinal axis at the ends. The perpendicular contact surfaces at the transverse ends of the axle bridge provide an improved contact area for attachment to the control arms. This design enables precise alignment and fixation of the axle, which is particularly advantageous for the adjustment of toe, camber, and caster.This precise alignment is essential for optimizing driving dynamics and tire wear, as it ensures that the wheels maintain even contact with the road surface. The design also contributes to stable connections and minimizes the risk of shifting or slippage under high loads, thus increasing operational safety. Preferably, the contact surfaces can incorporate additional reduced intermediate surfaces with a smaller area to increase clamping pressure. Alternatively, the contact surfaces can be angled slightly relative to the inner surfaces of the control arms. This allows for improved alignment and, in particular, better camber compensation.

[0017] Preferably, the axle bridge can be designed as a closed profile, which offers increased section modulus to improve service life. Designing the axle bridge as a closed profile provides significant advantages in terms of the strength and stability of the structure. Closed profiles have a higher section modulus against bending and torsion, which significantly increases the load-bearing capacity of the axle bridge. This means that the axle bridge can withstand higher forces with the same material thickness without deforming. This not only extends the service life of the axle bridge but also improves ease of maintenance, as the component is less susceptible to structural damage. Furthermore, the closed profile shape contributes to the stiffness of the entire axle assembly, which has a positive effect on handling.

[0018] According to a further preferred embodiment, the functional links can additionally be connected to each other via a maximum of two transversely arranged link struts to dissipate the forces acting on the axle bridge. The link struts can be pivotally mounted to the functional links at their transverse ends via molecular joints and to an underside of the axle bridge at the level of the central longitudinal axis. The additional link struts, arranged transversely between the functional links, contribute significantly to improving structural integrity by efficiently dissipating the forces acting on the axle bridge. These struts reduce the torsional forces acting on the functional links and thus prevent excessive deformation.This increases the stiffness and stability of the axle assembly and ensures that loads are distributed evenly. It can also positively affect the axle's camber and caster settings, especially under heavy loads. Furthermore, the use of molecular joints at the ends of the handlebar stays provides flexibility in movement and helps absorb vibrations and stresses, further extending the lifespan of the connecting elements.

[0019] In a preferred design variant, the axle bridge can have a U-shape in plan view to provide the necessary installation space for the drive unit. The U-shape of the axle bridge in plan view offers a significant advantage because it creates the required installation space for the electric drive unit without compromising structural integrity. This shape allows for the compact and efficient integration of the drive unit, while the axle bridge continues to provide sufficient strength to withstand the forces acting upon it. This optimizes the use of available installation space, which is particularly beneficial for modern, battery-electric trailers, as these typically require space-saving yet high-performance designs.

[0020] According to a further preferred embodiment of the invention, the bridge sections of the axle bridge can be provided with chamfers extending transversely from the attachment points at the level of the wheel axle in the direction of a central longitudinal axis and simultaneously longitudinally to the level of the second ends of the functional links. The bridge sections of the axle bridge can have a common central elevation in the vertical direction at the level of the central longitudinal axis for attaching a track guidance device. The bridge sections with chamfers improve structural efficiency by enabling a uniform distribution of forces across the entire axle bridge. These chamfers contribute to reducing local stress peaks that could lead to material fatigue.The central elevation at the level of the longitudinal axis provides an optimal position for attaching the steering system, allowing lateral forces to be effectively absorbed and transferred to the axle structure. This results in improved driving stability, especially under heavy loads or uneven road conditions.

[0021] Preferably, the axle beam can incorporate a guidance system with a bearing shaft for implementing a Watt's mechanism. The axle beam with the guidance system and the bearing shaft for implementing a Watt's mechanism provides precise control of lateral forces. The Watt's mechanism is particularly efficient at minimizing lateral axle movement, resulting in more stable and controlled driving dynamics. This technology reduces the risk of lateral axle displacement, which not only improves safety but also reduces driver comfort and stress on the axle structure.

[0022] According to a preferred embodiment, the steering device can comprise a central pivoting plate mounted on the bearing shaft and transversely oriented guide rods. The guide rods can be connected at their transverse ends to the vehicle frame and to the pivoting plate mounted on the bearing shaft to transmit lateral forces to the guide rods and ensure axle tracking. The use of guide rods in combination with a pivoting plate improves the axle's ability to absorb and distribute lateral forces. The guide rods ensure that the lateral forces are distributed evenly on both sides of the axle, thus avoiding asymmetrical loads. This contributes to more even tire wear and improves the trailer's steering behavior, particularly during sudden changes of direction or in strong crosswinds.

[0023] Preferably, the bridge sections of the axle bridge can be provided with recesses in the area of ​​the axle bridge's transverse ends to facilitate the installation of fixing devices and ensure accessibility to these devices. The recesses at the axle bridge's transverse ends are designed to allow for quick and easy installation of the fixing devices. This significantly reduces assembly time and helps ensure that the connections can be properly tightened. Furthermore, the accessibility of the fixing devices improves ease of maintenance, as repairs or adjustments to the connection can be carried out without major disassembly, thus reducing operating costs.

[0024] Preferably, the wheel carriers can be designed to allow a mechanical through-drive of a drive shaft connected to the electric drive unit, and the applied torque can be transmitted to the wheel hubs. Preferably, the electric drive unit and the connected drive shaft can include a directly interposed reduction gear with one reduction stage and / or a wheel-hub gearbox with at least one additional reduction stage on each side of the wheel. The design of the wheel carriers, which allows a mechanical through-drive of the drive shaft, ensures that the torque is transmitted efficiently to the wheel hubs. This improves power transmission and reduces losses, thus increasing the efficiency of the electric drive.By integrating a reduction gearbox and additional reduction stages, the torque is optimally adjusted, resulting in improved acceleration and higher tractive effort. This is particularly advantageous with heavy loads, as it enhances the overall performance of the trailer. Simultaneously, this allows the centrally located main gearbox to be smaller, thus creating even more installation space for the electric drive unit.

[0025] According to a preferred embodiment, the pivot bearings of the functional control arms can be damping bearings made of a rubber-elastic material, with the pivot bearings being formed by silent bearings to allow flexible movement of the axle assembly. The use of silent bearings as pivot bearings offers the advantage that vibrations and shocks generated during driving are effectively damped and absorbed. This contributes to increased driving comfort and smoother driving dynamics, as less vibration is transmitted to the vehicle frame and the load. At the same time, the damping properties of the silent bearings increase the service life of the entire axle assembly, as critical components are effectively protected from excessive loads.

[0026] Preferably, the spring elements of at least one trailer axle can be designed as air spring bellows connected to the functional links, with the underside of the air spring bellows resting on and being fixed to the respective support sections of the second functional link. The air spring bellows as spring elements enable adaptive suspension that can adjust to different loads. This contributes to consistent driving characteristics, regardless of the trailer's load. The air suspension also improves ride comfort and reduces stress on the axle structure and the vehicle frame. This increases the overall vehicle's service life and ensures a smoother ride, especially on uneven road surfaces.

[0027] According to a preferred embodiment, the axle bridge can be designed as a modular component, enabling and simplifying the replacement of the drive unit. The axle bridge's spatial configuration can be adapted to the occurring loads and provides sufficient clearance for the drive unit, even during spring movement in all driving positions. The modular design of the axle bridge offers the advantage that the drive unit can be easily replaced as needed without having to dismantle the entire axle assembly. This significantly reduces maintenance time and costs and increases the system's flexibility, as different drive units can be integrated quickly and easily. Furthermore, adapting the axle bridge to the occurring loads ensures that structural integrity is maintained even under changing load conditions.

[0028] In a further preferred embodiment, the connection between the axle bridge and the functional links can be realized via a rigid connection, preferably without clamping, wherein the axle bridge can be stabilized in the transverse direction to prevent lateral movement. The rigid connection of the axle bridge to the functional links ensures high structural stability, as there are no flexible elements in the connection. This reduces the risk of deformation or displacement under load, which increases the service life of the connection and improves operational safety. The transverse stabilization prevents lateral movement, which is particularly advantageous under dynamic loads, such as cornering or evasive maneuvers.

[0029] Preferably, the axle bridge can be attached to the functional control arms via fixing devices, which can be formed by screw connections that extend through the two elements to connect them and can apply a corresponding clamping force when tightened. The use of screw connections as fixing devices offers the advantage of a strong and reliable connection between the axle bridge and the functional control arms. Screw connections allow for precise tension control, which ensures the strength of the connection. Furthermore, screw connections are easily detachable, which improves ease of maintenance and facilitates repairs without requiring disassembly of the entire axle assembly.

[0030] Preferably, the axle bridge can be connected to the functional control arms by means of a bolted connection using at least four bolts with a diameter of 18 mm to 36 mm, preferably 22 mm to 32 mm, and particularly 27 mm. The connection of the axle bridge to the functional control arms by means of the fixing elements can be designed such that no shear forces act on the bolted connection. The selection of bolts with a diameter of 18 mm to 36 mm allows the connection to be adapted to the specific loads to which the axle structure is subjected. Larger bolts offer higher strength and help to prevent shear forces from acting on the connecting elements. This increases the structural integrity and extends the service life of the connection. In particular, the selection of 27 mm diameter bolts has proven to be optimal in terms of the ratio of mechanical strength to cost.

[0031] According to another preferred embodiment, the axle bridge can be connected to the functional control arms using alternative fastening methods, preferably riveting, welding, or bonding. The option of using alternative fastening methods such as riveting, welding, or bonding offers design flexibility because material-bonded connections can be used alongside or in addition to force-fit and form-fit connections. These methods can be used depending on the requirements and material selection to further optimize the connection. For example, welded connections can offer higher structural strength, while bonded connections simplify assembly and reduce weight.

[0032] In a further preferred embodiment, the connection of the functional links to the axle bridge can be achieved by a clamp arrangement, wherein the clamp arrangement can at least partially, and preferably completely, encircle the functional link. The clamp arrangement for attaching the functional links to the axle bridge offers a simple and effective method for connecting the components. This design makes it possible to securely encircle the functional links, thus ensuring a stable connection. This contributes to structural strength and reduces the risk of deformation or displacement, which increases the overall service life of the structure.

[0033] According to a fundamentally alternative embodiment of the invention, the axle bridge and the functional links can be formed in one piece and from a single material, with the axle bridge and the functional links being formed from a single cast component to further increase the stability and service life of the structure. The one-piece, material-seam construction of the axle bridge and the functional links as a cast component significantly increases structural stability. Cast components are capable of withstanding high loads without the development of weak points at connection points. This results in a longer service life for the structure and reduces the risk of material fatigue or failure under extreme loads.The axle bridge can preferably retain its geometric features identically, whereas instead of the contact surfaces that normally serve to fix the axle bridge to the functional links, there is a direct, material-seam transition in this area of ​​the transverse ends of the axle bridge. This embodiment can, in particular and preferably, be combined with the connection variant described in the previous paragraph via the clamp arrangement, wherein the clamp arrangement can also be formed in one piece and from a single material for further reinforcement in the area of ​​the transverse ends on the functional links.

[0034] Further features, details and advantages of the invention will become apparent from the wording of the claims and from the following description of exemplary embodiments with reference to the drawings. The drawings show: Fig. 1. A schematic perspective view of a commercial vehicle according to the invention, in particular a trailer, from below, with an axle construction and integrated electric drive unit; Fig. 2 an enlarged detail view of the in Fig. 1 axle construction and electric drive unit shown on the vehicle frame; Fig. 3 a schematic perspective view of the axle construction according to the invention without integrated electric drive unit; Fig. 4a a schematic side view of an axle construction according to the invention with electric drive unit and wheel-hub gear; Fig. 4b a schematic side view of an axle construction according to the invention without electric drive unit and wheel hub gear; Fig. 5 a schematic top view of the in Fig. 3 axle constructions shown.

[0035] The generally in Fig. 1. The commercial vehicle designated by 20, in particular the battery-electrically driven trailer generally designated by 20 for coupling to a tractor unit, comprises a vehicle frame 21 extending in the longitudinal direction L of the vehicle, on the underside 22 of which at least one, in particular two or three trailer axles 23 are arranged, wherein at least one axle is equipped with an electric drive unit 30 for driving and decelerating the commercial vehicle (see also Fig. 2).

[0036] At the in Fig. The trailer 20 shown in Figure 1 has a total of three trailer axles 23 in a rear section 2, with the middle trailer axle 23 being equipped with an electric drive unit 30 and an axle assembly 6. Viewed from the three trailer axles 23, the trailer 20 can have, as shown, two battery boxes 40 with high-voltage battery modules for supplying electrical energy to the electric drive unit 30, facing a front side 1 and a rear side 2.

[0037] How to proceed in Fig. 1 and Fig. 2 and especially also in Fig. 3 and Fig. As can be seen, the axle construction 6 has two functional links 8 aligned in the longitudinal direction L of the vehicle and an axle bridge 10 aligned transversely to them in the transverse direction Q of the vehicle for integrating and supporting the electric drive unit 30.

[0038] Furthermore, the axle construction 6 has a wheel axle R, the spatial position of which is determined by axes of rotation of at least two wheels 16 arranged on opposite sides of the axle construction 6, wherein the functional links 8 have interfaces 12' for connecting wheel carriers 12 and the wheels 16 are each connected to the functional links 8 via a wheel carrier 12.

[0039] The functional links 8 are, as can be seen, arranged at intervals along the wheel axis R and connected to the vehicle frame 21. The functional links 8 have pivot bearings 9 at their first ends and support sections at their opposite second ends for connecting the respective functional link 8 to a spring element 14.

[0040] How to, among other things and especially in Fig. 3 and Fig. 5 recognizes that the functional links 8 are connected to each other via the axle bridge 10, with the axle bridge 10 being attached to the functional links 8 at the level of the wheel axle R.

[0041] As seen particularly in the enlarged detail view of Fig. 2 is illuminated, the functional guides 8 can have basic bodies 8' which extend to the first end and can be equipped at the first ends with retaining blocks 4 for receiving the swivel bearings 9 and for fixing to the vehicle frame 21.

[0042] The functional links 8 can further have foot sections 8" adjoining the base bodies 8' in the longitudinal direction L, which form the opposite second ends of the functional links 8 and can be arranged below the spring element 14 to act as support sections.

[0043] How especially Fig. As shown in Figure 3, the axle bridge 10 can have vertical contact surfaces 10' at its transverse ends for bearing against the inner surfaces of the functional control arms 8. These vertical contact surfaces can serve to fix the axle bridge at the level of the wheel axle R. The contact surfaces 10' of the axle bridge 10 can extend, at least partially, around the interfaces 12' for connecting the wheel carriers 12 and be designed to support stable fixation and simultaneously serve to align the axle with respect to track, camber, and caster.

[0044] The functional links 8 can additionally be connected to each other via a maximum of two link struts 15 arranged in the transverse direction Q in order to transfer the forces acting on the axle bridge 10. The link struts 15 can be pivotally mounted at their transverse ends to the functional links 8 via molecular joints and at the level of the central longitudinal axis M to a lower surface of the axle bridge 10. The axle bridge 10 can be viewed from above (see in particular Fig. 5) have a U-shape to ensure the required installation space for the drive unit 30.

[0045] Fig. Figure 4a shows a side view of the axle assembly 6 with electric drive unit 30 (not shown) and wheel hub gear 13. The axle bridge 10 can be designed as a closed profile, the closed profile of the axle bridge 10 providing an increased section modulus to improve service life.

[0046] As in Fig. As shown in 4b, the bridge sections of the axle bridge 10 can be provided with ramps that extend from the fastening points at the level of the wheel axle R transversely in the direction of a central longitudinal axis M and simultaneously in the longitudinal direction L up to the level of the second ends of the functional links 8.

[0047] The bridge sections of the axle bridge 10 can have a common central elevation 11 in the vertical direction H at the level of the central longitudinal axis M for attaching a track guidance device 19. This elevation 11 of the axle bridge 10 can have a track guidance device 19 with a bearing shaft 7 for reversing a Watt mechanism.

[0048] The guidance device 19 can comprise a central joint plate 18 pivotally mounted on the bearing shaft 7 and transversely oriented guide rods 17. The guide rods 17 can be connected at their transverse ends to the vehicle frame 21 and to the joint plate 18 pivotally mounted on the bearing shaft 7 in order to transmit lateral forces to the guide rods 17 and to ensure guidance of the axle (see in particular Fig. 3).

[0049] As in Fig. As shown in Figure 5, the bridge sections of the axle bridge 10 in the area of ​​the transverse ends can be provided with recesses 10" to facilitate the installation of fixing means 3 and to ensure accessibility to the fixing means 3.

[0050] The wheel carriers 12 can be designed to allow a mechanical through-drive of a drive shaft connected to the electric drive unit 30. The applied torque can be transmitted to wheel hubs, wherein the electric drive unit 30 and the connected drive shaft can include a directly interposed reduction gear and, on each side of the wheel, a wheel-hub gear with at least one additional reduction stage.

[0051] The pivot bearings 9 of the functional links 8 can be damping bearings made of rubber-elastic material, whereby the pivot bearings 9 can be formed by silent bearings or silent blocks or wheels to allow flexible movement of the axle assembly 6. The spring elements 14 of the trailer axle 23 can be designed as air spring bellows connected to the functional links 8. The air spring bellows can rest on and be fixed to the respective support sections of the second functional links 8 with one underside.

[0052] The axle bridge 10 can be designed as a modular component, which enables and simplifies the replacement of the drive unit 30. The spatial design of the axle bridge 10 can be adapted to the loads occurring and provide sufficient clearance for the drive unit 30, even during spring movement.

[0053] The connection between the axle bridge 10 and the functional links 8 can be realized via a rigid connection, whereby the axle bridge 10 can be stabilized in the transverse direction Q to prevent lateral movements.

[0054] The axle bridge 10 can be attached to the functional control arms 8 via fixing means 3, wherein the fixing means 3 can be formed by screw connections which extend through the elements to connect both elements and apply a corresponding clamping force when fixing.

[0055] The axle bridge 10 can be connected to the functional links 8 by means of a bolted connection using at least four bolts with a diameter of 18 mm to 36 mm, preferably 22 mm to 32 mm, and in particular 27 mm. The connection of the axle bridge 10 to the functional links 8 can be designed such that no shear forces act on the bolted connection.

[0056] Alternatively, the connection of the axle bridge 10 to the functional control arms 8 can be made using alternative fastening methods such as riveting, welding or gluing.

[0057] Furthermore, the connection of the functional link 8 to the axle bridge 10 can be realized by a clamp arrangement, wherein the clamp arrangement can at least partially, preferably completely, encompass the functional link 8.

[0058] The axle bridge 10 and the functional links 8 can alternatively be manufactured as a single piece and from a single material. Alternatively, the axle bridge 10 and the functional links 8 can consist of a single cast component to further increase the stability and service life of the structure.

[0059] The invention is not limited to one of the embodiments described above, but can be modified in a variety of ways. The invention generally relates to the entire range of heavy commercial vehicles and, in particular, to truck trailers (semi-trailers). The vehicles can be designed as classic semi-trailers of a tractor-trailer combination, turntable trailers, or rigid drawbar trailers.

[0060] All features and advantages arising from the claims, the description and the drawing, including design details, spatial arrangements and process steps, can be essential to the invention both individually and in various combinations. Reference symbol list L Vehicle longitudinal direction Q Vehicle transverse direction H Vehicle lifting direction M Central longitudinal axis R wheel axle K Kingpin 1 Front page (trailer) 2 Rear side (trailer) 3 Fixing agents (screw connection) 4 support brackets 6-axis construction 7 Bearing shaft (Watt mechanism) 8 functional handlebars 8' base body 8" foot section 9 Swivel bearings (silent bearings) 10-axle bridge 10' footprint (crossing axle bridge) 10" cutouts (transverse axle bridge) 11 Survey 12 bike carriers 12' interface (connection to wheel carrier) 13 Wheel-hub gears (planetary gears) 14 Spring element (air spring bellows) 15 handlebar stays 16-inch wheel 17 Watt bars (control arms) 18 Joint plate (Watt mechanism) 19 Lane guidance system 20 trailers (semi-trailers) 21 vehicle frames 22 Underside 23 trailer axle 30 electric drive units 40 battery boxes QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] WO 2024 / 052477A1

[0006]

Claims

[1] Commercial vehicle, in particular battery-electrically powered trailer (20) for coupling to a tractor unit, comprising - a vehicle frame (21) extending in the longitudinal direction (L) of the vehicle, on the underside (22) of which at least one, in particular two or three trailer axles (23) are arranged, wherein at least one axle is equipped with an electric drive unit (30) for driving and decelerating the commercial vehicle, and - an axle assembly (6) with two functional links (8) oriented in the longitudinal direction (L) of the vehicle and an axle bridge (10) oriented transversely thereto in the transverse direction (Q) of the vehicle for integrating and supporting the electric drive unit (30), and with a wheel axle (R) whose spatial position is determined by axes of rotation of at least two wheels (16) arranged on opposite sides of the axle assembly (6), wherein the functional links (8) have interfaces (12') for connecting wheel carriers (12) and the wheels (16) are each connected to the functional links (8) via a wheel carrier (12), wherein the functional links (8) are arranged spaced apart from each other along the wheel axle (R) and are connected to the vehicle frame (21), wherein the functional links (8) have pivot bearings (9) at first ends and support sections at opposite second ends for connecting the respective functional link (8) to a spring element (14), characterized by, that the functional links (8) are connected to each other via the axle bridge (10), the axle bridge (10) being attached to the functional links (8) at the level of the wheel axle (R). [2] Commercial vehicle according to claim 1, characterized by , that the functional links (8) have base bodies (8') extending to the first end and equipped at the first ends with retaining blocks (4) for receiving the pivot bearings (9) and for fixing to the vehicle frame (21), wherein the functional links (8) have foot sections (8") adjoining the base bodies (8') which form the opposite second ends of the functional links (8) and are arranged below the spring element (14) to act as support sections. [3] Commercial vehicle according to claim 1 or 2, characterized by, that the axle bridge (10) has contact surfaces (10') at its transverse ends for contacting the inner sides of the functional links (8) and fixing the axle bridge at the level of the wheel axle (R), wherein the contact surfaces (10') of the axle bridge (10) extend at least sectionally around the interfaces (12') for connecting the wheel carriers (12) and are designed to support stable fixing and at the same time to align the axle with respect to track, camber and caster. [4] Commercial vehicle according to any of the preceding claims, characterized by , that the axle bridge (10) is designed as a closed profile, wherein the closed profile of the axle bridge (10) provides an increased section modulus to improve service life. [5] Commercial vehicle according to any of the preceding claims, characterized by, that the functional links (8) are additionally connected to each other via a maximum of two link struts (15) arranged in the transverse direction (Q) in order to transfer the forces acting on the axle bridge (10), wherein the link struts (15) are pivotally mounted at their transverse ends via molecular joints on the functional links (8) and at the level of the central longitudinal axis (M) on an underside of the axle bridge (10). [6] Commercial vehicle according to any of the preceding claims, characterized by , that the axle bridge (10) has a U-shape in a top view to ensure the required installation space for the drive unit (30). [7] Commercial vehicle according to any of the preceding claims, characterized by, that the axle bridge (10) is formed by two bridge sections with approach ramps, which extend from the attachment points at the level of the wheel axle (R) transversely in the direction of a central longitudinal axis (M) and simultaneously longitudinally (L) up to the level of the second ends of the functional links (8), wherein the bridge sections of the axle bridge have a common central elevation (11) in the vertical direction (H) at the level of the central longitudinal axis (M) for attaching a track guidance device (19). [8] Commercial vehicle according to claim 7, characterized by , that the elevation (11) of the axle bridge (10) has a guidance device (19) with a bearing shaft (7) for implementing a Watt mechanism. [9] Commercial vehicle according to claim 8, characterized by, that the guidance device (19) comprises a central pivoting joint plate (18) mounted on the bearing shaft (7) and transversely oriented wading rods (17), wherein the wading rods (17) are connected at their transverse ends to the vehicle frame (21) and to the pivoting joint plate (18) mounted on the bearing shaft (7) in order to transmit transverse forces to the wading rods (17) and to ensure guidance of the axle. [10] Commercial vehicle according to claim 7, characterized by , that the bridge sections of the axle bridge (10) in the area of ​​the transverse ends of the axle bridge (10) are provided with recesses (10") to facilitate the installation of fixing means (3) and to ensure accessibility to the fixing means (3). [11] Commercial vehicle according to one of the preceding claims, characterized by, that the wheel carriers (12) are designed in such a way that a mechanical through-drive of a drive shaft connected to the electrical drive unit (30) is possible, and the applied torque is transmitted directly to wheel hubs through the mechanical through-drive. [12] Commercial vehicle according to claim 11, characterized by , that the electric drive unit (30) and the connected drive shaft comprise a directly interposed reduction gear with one reduction stage and / or a wheel hub gear (13) with at least one reduction stage on each of the wheel sides. [13] Commercial vehicle according to one of the preceding claims, characterized by , that the pivot bearings (9) of the functional linkage (8) are damping bearings made of rubber-elastic material, wherein the pivot bearings (9) are formed by silent bearings to allow flexible movement of the axle assembly (6). [14] Commercial vehicle according to one of the preceding claims, characterized by , that the spring elements (14) of the at least one trailer axle (23) are designed as air spring bellows which are connected to the functional links (8), wherein the air spring bellows rest with an underside on the respective support sections of the second functional links (8) and are fixed. [15] Commercial vehicle according to any of the preceding claims, characterized by , that the axle bridge (10) is designed as a modular component that enables and simplifies the replacement of the drive unit (30), wherein the axle bridge (10) is adapted in its spatial design to the loads occurring and provides sufficient free space for the drive unit (30), even during a spring movement. [16] Commercial vehicle according to one of the preceding claims, characterized by, that the connection between the axle bridge (10) and the functional links (8) is realized via a rigid connection, preferably without clamping, wherein the axle bridge (10) is stabilized in the transverse direction (Q) to prevent lateral movements. [17] Commercial vehicle according to one of the preceding claims, characterized by , that the axle bridge (10) is attached to the functional links (8) via fixing means (3), wherein the fixing means (3) are formed by screw connections which extend through the elements to connect both elements and apply a corresponding clamping force when fixing. [18] Commercial vehicle according to one of the preceding claims, characterized by, that the connection of the axle bridge (10) to the functional links (8) is effected by a screw connection using at least four screws with a diameter of 18 mm to 36 mm, preferably of 22 mm to 32 mm, in particular of 27 mm, wherein the connection of the axle bridge (10) to the functional links (8) by means of the fixing means (3) is designed in such a way that no shear forces act on the screw connection. [19] Commercial vehicle according to any one of claims 1 to 16, characterized by , that the connection of the axle bridge (10) to the functional links (8) is made via alternative fastening methods, preferably by riveting, welding or gluing. [20] Commercial vehicle according to any one of claims 1 to 16, characterized by , that the connection of the functional linkage (8) to the axle bridge (10) is realized by a clamp arrangement, wherein the clamp arrangement at least partially, preferably completely, surrounds the functional linkage (8).

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