MODULARLY BUILT COMMERCIAL VEHICLE

Description

[0001] The invention relates to a commercial vehicle, preferably a truck, with several modules.

[0002] In conventional vehicle assembly, the increase in added value is linear with the vehicle's degree of completion. Two main final assembly concepts are distinguished: line or conveyor assembly and stationary assembly.

[0003] Parallelizing assembly processes through consistent modularization is difficult to implement with existing workflows and equipment. Disadvantages arise when the same product is to be assembled in varying quantities at multiple locations, as the automation level of the assembly process cannot be uniformly amortized. This primarily affects CKD (completely knocked down) manufacturing. This results in additional documentation effort.

[0004] German patent application DE 10 2013 004 837 A1 discloses a commercial vehicle comprising a drive unit for propelling the vehicle, a front axle, a rear axle, a driver's cab, and a loading device for transporting goods. The commercial vehicle includes a front module comprising the front axle and the driver's cab as the first module element. The commercial vehicle includes a cargo module comprising the loading device as the second module element. The commercial vehicle includes a drive module comprising the rear axle and the drive unit as the third module element. The module elements are connected to one another in the longitudinal direction of the vehicle.

[0005] German patent application DE 101 50 052 B4 discloses a modular chassis for a truck, comprising a support frame extending centrally along the vehicle's longitudinal axis and featuring two longitudinal members. The support frame includes a front module designed as an underride guard and crash element, which accommodates an air / coolant heat exchanger. The support frame includes a drive module that accommodates an internal combustion engine, a transmission, a retarder, and a front axle with suspension and damping. The support frame also includes a central module. At least one rear axle module accommodates a rear axle with suspension and damping. Finally, the support frame includes a rear module designed as an underride guard and crash element, which accommodates a trailer coupling.

[0006] FR 3 052 136 A1 refers to an electric vehicle with a rolling frame equipped with a platform for transporting loads and a station for operation. The rolling frame consists of a front section, a middle section, and a rear section, with the front and rear sections each equipped with the front and rear wheels. Either the front or rear section is equipped with an electric drive motor to rotate the wheels, powered by batteries mounted in the middle section of the frame. The middle and rear sections are connected by carriages that allow for length adjustment of the frame.

[0007] Other modularly designed commercial vehicles are known, for example, from DE 199 26 607 A1 and FR 2 822 783.

[0008] The invention is based on the objective of creating an alternative and / or improved modular commercial vehicle.

[0009] The problem is solved by the features of independent claim 1. Advantageous further developments are specified in the dependent claims and the description.

[0010] The invention provides a commercial vehicle (e.g., a hybrid or electric commercial vehicle), preferably a truck (e.g., a distribution truck, preferably with a cargo body, e.g., a box body). The commercial vehicle comprises a frame module, which includes a vehicle frame, preferably a ladder frame. The commercial vehicle comprises a front axle module, which includes a front axle and a front axle suspension and is mountable to the vehicle frame. The commercial vehicle comprises a cab module, which is mountable to the vehicle frame. The commercial vehicle comprises a rear axle drive module, which includes a rear axle and an electric drive unit, which is connected to the rear axle (e.g., by means of a preferably inclined driveshaft) and is mountable to the vehicle frame (e.g., by means of a rear axle suspension).The commercial vehicle features an energy supply module designed to supply the electric drive unit with electrical energy and which can be mounted to the vehicle frame.

[0011] The invention provides a comprehensive concept for a modular commercial vehicle. This concept simplifies the assembly system in final vehicle assembly. Final assembly is achieved by assembling a small number of functional main modules via standardized interfaces. Each main module integrates several related functions of the commercial vehicle. The remaining add-on parts can be mounted, for example, using the classic assembly principle (from the inside out, from bottom to top). Each module can differ depending on the vehicle variant; the interfaces are uniform across all variants. This reduces the variety of parts at the final assembly site. Additionally, the inventory of individual parts at all final assembly sites is reduced. Each module can be functionally tested independently of the final vehicle. This facilitates unambiguous fault identification and correction.System centralization reduces the qualification requirements for assembling complex systems. The assembly sequence can be prioritized according to occupational safety criteria. For example, a main module with high-voltage components can be added at the end of the assembly process. The manufacturing location of the modules is independent of the final assembly location. This allows for the development of specializations for specific functions. Furthermore, it can intensify competition in the tendering process. Additional advantages include high quality capability through centralized module assembly, reduced documentation and modification efforts throughout the product lifecycle, and interchangeable modules. Serviceability can be improved through better accessibility to the components. Additionally, localization can be supported through design options for local production and assembly sites.Lower investment costs can result from centralizing the module manufacturing sites of complex units, and shorter amortization periods for automation expenses. Finally, improved cost-effectiveness can also result from economies of scale in the production of the main modules.

[0012] In one embodiment, the frame module, the front axle module, the cab module, the rear axle drive module and / or the energy supply module are each separately prefabricated and pre-assembled.

[0013] In another embodiment, the energy supply module can be mounted on the vehicle frame between the front axle module and the rear axle drive module.

[0014] In another embodiment, the energy supply module can be mounted to the vehicle frame from below.

[0015] In one embodiment, the energy supply module includes several high-voltage energy storage devices, a cooling system for the high-voltage energy storage devices, a heater for the high-voltage energy storage devices, a high-voltage power distributor, an on-board charger, a DC-DC converter, several low-voltage energy storage devices and / or a steering pump.

[0016] In another embodiment, the energy supply module is designed to be self-contained, preferably electrically, and capable of being tested.

[0017] In another embodiment, the front axle module has at least one mounting bracket for mounting to the vehicle frame and preferably the front axle suspension suspends the front axle on the at least one mounting bracket.

[0018] In another embodiment, the front axle module has an anti-lock braking system control valve and / or air springs.

[0019] In another embodiment, the front axle suspension is an independent wheel suspension.

[0020] In one version, the cab module is rigidly attached to the vehicle frame at the rear and / or by means of at least one mounting bracket of the front axle module.

[0021] In another embodiment, the cab module has a front underride guard and / or at least one towing device. According to the invention, the cab module has a passageway to a loading body of the commercial vehicle and / or a horizontally or nearly horizontally oriented air conditioning heat exchanger (e.g., air conditioning condenser).

[0022] In another variant, the cab module has a cab support structure that forms a cab shell and is designed as a lattice frame.

[0023] In one embodiment, the electric drive unit is arranged behind the rear axle with respect to a forward direction of travel of the commercial vehicle.

[0024] In another embodiment, the electric drive unit can be mounted at an angle to the vehicle frame.

[0025] In another embodiment, the electric drive unit can be mounted to the vehicle frame in a 3-point mounting.

[0026] In one embodiment, the electric drive unit can be mounted between two parallel main longitudinal beams of the vehicle frame.

[0027] In another embodiment, the electric drive unit is flush with or recessed in a vertical direction relative to the vehicle frame.

[0028] In another embodiment, the electric drive unit extends downwards in a vertical direction beyond the vehicle frame.

[0029] In one version variant, the commercial vehicle also features a compressed air module designed to provide compressed air and which can be mounted to the vehicle frame.

[0030] In a further training course, the compressed air module can be mounted on a longitudinal outer side of the vehicle frame.

[0031] In a further training, the compressed air module is arranged behind the rear axle with respect to the forward direction of travel of the commercial vehicle.

[0032] In another version, the compressed air module includes an air compressor, a compressed air preparation system for cooling, filtering and / or drying compressed air, a compressed air reservoir, at least one brake valve unit for a pneumatic braking system of the commercial vehicle and / or a compressed air air suspension valve unit for a pneumatic air suspension system of the commercial vehicle.

[0033] In another embodiment, the compressed air module is designed to be independent, preferably electrically and / or pneumatically testable.

[0034] In another version, the compressed air module is separately prefabricated and pre-assembled.

[0035] In one embodiment, the commercial vehicle further includes a cooling module designed to cool the electric drive unit and / or the energy supply module, which can be mounted on the vehicle frame.

[0036] In a further training course, the cooling module can be mounted on a longitudinal outer side of the vehicle frame.

[0037] In a further development, the cooling module is arranged behind the rear axle with respect to the forward direction of travel of the commercial vehicle.

[0038] In another embodiment, the cooling module has a cooler, preferably an oil cooler, for cooling the electric drive unit and a cooler, preferably a water cooler, for cooling high-voltage components, preferably the energy supply module.

[0039] In another embodiment, the cooling module is designed to be self-contained, preferably electrically, and capable of being tested.

[0040] In another embodiment, the cooling module is separately prefabricated and pre-assembled.

[0041] In one embodiment, the commercial vehicle further comprises a loading module that can be mounted on the vehicle frame above the front axle module, the energy supply module and / or the rear axle drive module and is designed to receive cargo.

[0042] The preferred embodiments and features of the invention described above can be combined in any way desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. These show: Figure 1 is a perspective view of a modular commercial vehicle according to an embodiment of the present disclosure; Figure 2 is a perspective view of a cab module of the exemplary commercial vehicle; Figure 3 is a perspective view of a rear region of a cab support structure of the cab module of the exemplary commercial vehicle; Figure 4 is a perspective view of a front corner region of the cab support structure of the cab module of the exemplary commercial vehicle; Figure 5 is a side view of a front, lower region of the cab support structure of the cab module of the exemplary commercial vehicle; Figure 6 is a perspective view of a front axle module of the exemplary commercial vehicle; Figure 7 is a perspective view of an energy supply module and a frame module of the exemplary commercial vehicle; Figure 8 is a perspective view of the energy supply module of the exemplary commercial vehicle;Figure 9 is a perspective view of a support structure of the energy supply module of the exemplary commercial vehicle; Figure 10 is a perspective view of part of a rear axle drive module of the exemplary commercial vehicle; Figure 11 is a perspective view of another part of the rear axle drive module of the exemplary commercial vehicle; Figure 12 is a rear section of the exemplary commercial vehicle with further modules; Figure 13 is a perspective view of a compressed air module of the exemplary commercial vehicle; Figure 14 is another perspective view of the exemplary compressed air module; and Figure 15 is a top view of the exemplary compressed air module.

[0043] The embodiments shown in the figures are at least partially identical, so that similar or identical parts are provided with the same reference numerals and, to avoid repetition, reference is also made to the description of the other embodiments or figures for their explanation.

[0044] Figure 1 Figure 1 shows a commercial vehicle 10. The commercial vehicle 10 is preferably designed as a truck, appropriately with a cargo body, as shown. The commercial vehicle 10 can be designed, for example, as an electric commercial vehicle, which has only an electric drive unit as its power source, or as a hybrid commercial vehicle, which has an electric drive unit and an additional drive unit, e.g., with an internal combustion engine.

[0045] The commercial vehicle 10 has a modular design. The commercial vehicle 10 comprises a cab module 12, a front axle module 14, and a frame module 16 (concealed in Figure 1), an energy supply module 18 and a rear axle drive module 20.

[0046] The commercial vehicle 10 expediently includes a loading module 22. The loading module 22 is designed for transporting cargo, preferably as a box body module. It is possible for the loading module 22 to have any type of open or closed loading body, e.g., also tipper bodies, etc. The loading module 22 is designed for transporting cargo, preferably as a box body module. The loading module 22 can be supported on a vehicle frame 68 of the frame module 16. It is possible for the commercial vehicle 10 to have further and / or alternative modules, as described elsewhere herein by way of example.

[0047] The cab module 12, the front axle module 14, the frame module 16, the energy supply module 18, the rear axle drive module 20, the cargo body module 22, and / or the other modules of the commercial vehicle can be prefabricated and pre-assembled separately. The modules can then be mounted to the vehicle frame 68 of the frame module 16. Preferably, the individual components of the modules of the commercial vehicle 10 are themselves modularly modifiable and / or expandable, in each case specifically for the respective commercial vehicle 10.

[0048] The following is with reference to the Figures 2 to 5 The driver's cab module 12 is described in more detail. Figures 3 to 5 show sections of the shell construction of the driver's cab module 12.

[0049] A special feature of the commercial vehicle 10 may be that the cab module 12 is positioned close to the ground, with a ground clearance of, for example, 40 cm or less. A low ground clearance can make entering and exiting the cab module 12 more comfortable. This low ground clearance can be achieved by rigidly mounting the cab module 12. The cab module 12 can be conveniently supported at its rear, either directly or indirectly, against the vehicle frame 68 of the frame module 16, for example, by means of intermediate mounting brackets 62 of the front axle module 14.

[0050] The cab module 12 has a cab support structure 24. The cab support structure 24 is a load-bearing structure and forms a self-supporting cab shell. The cab support structure 24 has a cab front wall structure 26, a cab floor structure 28, cab side wall structures 30, a cab rear wall structure 32, and a cab roof structure 34.

[0051] The cab support structure 24 as a whole and the individual structures 26-34 are designed as a lattice frame. The lattice frame comprises a multitude of elongated support elements that are connected to one another at nodes. The support elements can, for example, be square tubes, as shown. It is also possible for the elongated support elements to comprise other rod elements, tube elements, and / or profile elements. At the nodes, the elongated support elements are, for example, bolted, welded, bonded, and / or otherwise joined to one another. The lattice frame can, for example, be additionally clad. In the illustrated embodiment, the lattice frame is constructed as a metal tube frame or a metal profile frame. Steel or aluminum, for example, can be used as the metal.

[0052] In addition to the property of being a structural support and accommodating paneling components, the cab support structure 24 can have further functions which can be integrated through a suitable design.

[0053] The cab support structure 24 can incorporate a front underride guard 36 (see Figures 4 and 5The underride guard 36 is integrated directly into the lattice frame of the cab support structure 24 as a cross member structure. In other words, the underride guard 36 is formed directly over the framework of the cab support structure 24. The geometric and strength requirements are implemented directly on the cab support structure 24. The underride guard 36 can be positioned at the level of the cab floor structure 28. This allows the cab floor structure 28 to reinforce the underride guard 36. Advantageously, the underride guard 36 forms a front lower edge of the lattice frame.

[0054] The underride guard 36 can have a height of at least 120 mm and a ground clearance of no more than 40 cm. The underride guard 36 extends essentially along the entire width of the cab module 12. As shown, the underride guard 36 can have several, for example, two, superimposed profiles, such as hollow profiles. As shown, the underride guard 36 can be curved at its opposite ends. The underride guard 36 can expediently be designed in accordance with ECE-R93.

[0055] One or more towing devices 38 can be integrated into the front underride guard 36. The towing device 38 can be arranged on the front of the cab support structure 24. The towing device 38 can, for example, be designed as a threaded hole for screwing in a towing eye. Due to the low-level integration of the towing device 38, the force flow during towing can be conveniently introduced directly into the cab floor structure 28, which can then transmit the towing forces into the vehicle frame 68 of the frame module 16.

[0056] The cab support structure 24 can have side crash structures 40 on both outer sides for occupant protection. The side crash structures 40 are each integrated directly into the lattice frame of the cab support structure 24 as a longitudinal beam structure. In particular, the side crash structures 40 are arranged on opposite outer sides of the cab floor structure 28.

[0057] The side crash structures 40 can expediently be arranged at the same height as the front underride guard 36. The side crash structures 40 are designed to dissipate impact energy in the event of a side impact under predetermined plastic deformation, thereby preventing the impacting vehicle from penetrating the cab support structure 24. The side crash structures 40 thus enable the function of the front underride guard 36 to be implemented accordingly for vehicles impacting from the side.

[0058] A passageway or opening 42 in the form of a recess in the frame of the cab rear wall structure 32 can be arranged in the cab rear wall structure 32. The passageway 42 is located centrally in the cab rear wall structure 32 with respect to a transverse axis of the cab rear wall structure 32. The passageway 42 allows the loading module 22 (see Figure 1 ) can be accessed from the cab module 12. This can be advantageous in certain vehicle designs. By integrating the passage 42 into the lattice frame, a passage function can be realized without requiring any structural modifications to the cab support structure 24 that would compromise its strength.

[0059] The passage 42 can be positioned higher than the floor of the cab support structure 24, for example, in a range between 30 cm and 80 cm. Advantageously, the lower edge profile 44 of the passage 42 can be approximately at the level of the lower edge of the loading platform module 22. A staircase (not shown) can be provided in the cab module 12 to access the passage 42. The cab roof structure 34 may have a recess 46 that forms an upper section of the passage 42. For example, the upper edge profile 48 of the passage 42 can be formed by an upper or uppermost cross member of the cab roof structure 34. This allows the passage 42 to be traversed, for example, in an upright or nearly upright position. A door or similar feature can be provided in the passage 42.

[0060] The cab rear wall structure 32 allows the cab support structure 24 to be rigidly supported on the vehicle frame 68 of the frame module 16. For example, the main longitudinal members 70 of the vehicle frame 68 can rigidly support the cab support structure 24 via one or more mounting brackets 62 of the front axle module 14. A stepped design of the cab rear wall structure 32 allows it to be rigidly supported on the mounting bracket(s) 62 in both a vertical and a horizontal direction. The mounting brackets 62 can, in turn, be rigidly attached to the vehicle frame 68.

[0061] It is possible that the cab rear wall structure 32 and / or the cab floor structure 28 can be detachably attached to the mounting brackets 62, for example by means of screws. Several fastening points 50, for example screw holes, of the cab rear wall structure 32 and / or the cab floor structure 28 can be integrated directly into the (elongated) support elements of the frame.

[0062] A panel 52, e.g., made of sheet metal or plastic, of the cab rear wall structure 32 can have a passage opening 54, preferably rectangular, on the driver's side. The passage opening 54 can extend the rearward travel of a sliding driver's seat (not shown) in the cab module 12 by providing additional rearward sliding space. For example, a belt reel attached to the driver's seat can retract into the passage opening 54 when the driver's seat is moved to its rearward end stop.

[0063] The cab support structure 24 can have an air duct 56 for cooling air. The air duct 56 extends diagonally downwards from an opening on a front side of the cab front wall structure 26 to an opening in the underside of the cab floor structure 28. The air duct 56 can advantageously be arranged centrally in the cab support structure 24 with respect to a transverse axis of the cab support structure 24 (i.e., the transverse axis of the commercial vehicle 10). A dynamic pressure zone is created in the area of ​​the opening on the front side during the journey of the commercial vehicle 10. A negative pressure zone can be created in the area of ​​the opening on the underside during the journey of the commercial vehicle 10.

[0064] The air duct 56 can, for example, house a blower and a heat exchanger (not shown). The blower can be activated, for example, when the commercial vehicle 10 is stationary or when insufficient cooling air flows through the air duct 56. The heat exchanger can, in particular, be an air conditioning condenser of a cab air conditioning system in the commercial vehicle 10. For reasons of installation space, it may be advantageous to install the heat exchanger in the air duct 56 in a horizontal orientation or in an orientation inclined at a maximum of 45° to a horizontal axis. The heat exchanger can, in particular, be arranged in or adjacent to the opening on the underside of the cab floor structure 28, expediently in a substantially horizontal orientation.

[0065] The Figure 6 Figure 1 shows the front axle module 14. The front axle module 14 has a front axle 58, a front axle suspension 60 and preferably the mounting brackets 62.

[0066] The front axle suspension 60 is expediently an independent suspension. The front axle suspension 60 has air springs 64 for suspension and damping. The front axle suspension 60 suspends the front axle 58 from the mounting brackets 62. It is possible that the front axle module 14 includes an electronic control unit for controlling the supply of compressed air to and the discharge of compressed air from the air springs 64.

[0067] The mounting brackets 62 comprise two outer mounting brackets 62 and one bottom mounting bracket 62, which is attached between the two outer mounting brackets 62. The mounting brackets 62 are designed for the rigid attachment of the front axle module 14 to the vehicle frame 68 of the frame module 16. Furthermore, the mounting brackets 62 form a support structure for the cab module 12. The cab module 12 can, for example, be rigidly bolted to the mounting brackets 62 at the rear. The mounting brackets 62 can, in turn, be rigidly bolted to the vehicle frame 68 of the frame module 16. In addition to the bottom mounting bracket 62, at least one further cross member can be arranged on the bottom side between the outer mounting brackets 62 for stiffening.

[0068] The front axle module 14 can include further components, such as anti-lock braking system (ABS) control valves 66 for both wheels. The ABS control valves 66 can regulate the pneumatic actuation of the pneumatic service brakes of the wheels of the front axle 58.

[0069] The Figure 7 shows the framework module 16 and the energy supply module 18.

[0070] The frame module 16 includes the vehicle frame 68. Preferably, the vehicle frame 68 is formed as a ladder frame, as shown. The vehicle frame 68 can have two parallel main longitudinal beams 70. Several crossbeams 72 can be attached between the main longitudinal beams 70.

[0071] The energy supply module 18 is mounted to the vehicle frame 68 from below, preferably rigidly. Specifically, the energy supply module 18 can be attached externally to the main longitudinal members 70 and / or from below to cross members of the vehicle frame 68, preferably detachably, for example by means of screws. The energy supply module 18 is arranged between the front axle module 14 and the rear axle drive module 20 of the commercial vehicle 10.

[0072] The Figure 8 and 9 Figure 18 shows the energy supply module 18. The energy supply module 18 is designed to provide electrical energy to drive an electric drive unit 112 of the commercial vehicle 10 located outside the energy supply module 18. In addition to electrical energy storage devices, the energy supply module 18 also integrates essential high-voltage and low-voltage components of the commercial vehicle 10. Figure 8Figure 74 shows part of a supporting structure of the energy supply module 18. Figure 9 The supporting structure 74 of the energy supply module 18 is shown in its entirety, with the electrical components of the energy supply module 18 in Figure 9 For the sake of clarity, the following have been omitted. The supporting structure 74 can have a base frame 76 and several support units 78.

[0073] The base frame 76 is designed as an outer frame and is preferably box-shaped or cage-shaped and open at the top. The multiple support units 78 are also preferably box-shaped or cage-shaped. The multiple support units 78 are received in the base frame 76. Preferably, the multiple support units 78 are elastically mounted and thus decoupled from the base frame 76. For example, the support units 78 are supported on a base of the base frame 76 via elastic bearings, for example, rubber bearings.

[0074] In the illustrated embodiment, three support units 78 are arranged side by side and aligned with respect to a longitudinal direction of the commercial vehicle 10. When the energy supply module 18 is mounted to the vehicle frame 68, the inner or central support unit 78 is arranged directly below the vehicle frame 68. The two outer support units 78 are each arranged on both longitudinal outer sides of the vehicle frame 68 below the vehicle frame 68.

[0075] The electrical components of the energy supply module 18 are housed in the support units 78. Due to the elastic mounting of the support units 78, vibrations during driving have a less detrimental effect on the electrical components. Furthermore, the electrical components are better protected, for example, in the event of a side impact on the energy supply module 18, as they can move to a limited extent in one direction of the side impact.

[0076] The base frame 76 forms a protective structure to safeguard the support units 78 and the electrical components housed therein in the event of accidents, particularly side impacts. This protective structure is created by a frame-like arrangement of outer beams (outer crossbeams and longitudinal beams) 80, which secure the support units 78 towards the front, rear, right longitudinal side, and left longitudinal side. Furthermore, several inner crossbeams 82 are arranged, which directly support the outer beams 80 of the longitudinal side against the vehicle frame 68. One bottom side of the base frame 76 is formed as a lattice frame, for example, from flat sheet metal profiles or strips.

[0077] Furthermore, a crash structure 84 can be arranged on the longitudinal outer sides of the base frame 76 (see Figure 7 and 9The crash structure 84 is designed to absorb impact energy in the event of a side impact, for example, of a passenger car, under predetermined plastic deformation. The supporting units 78 are not affected in this process. The crash structure 84 can, for example, be formed from a trapezoidal sheet metal structure, as shown. However, it is also possible, for example, for the crash structure 84 to be formed from another three-dimensional profile structure, preferably made of sheet metal and / or plastic, and / or from a metal foam.

[0078] In the event of a side impact, the impact energy can thus be dissipated in stages. First, the crash structure 84 deforms plastically on the corresponding longitudinal outer side of the impact, thereby dissipating impact energy. The remaining portion is transferred via the outer supports 80 and the inner cross members 82 into the vehicle frame 68. The entire energy supply module 18 can also be displaced under the vehicle frame 68 via the progressively increasing energy dissipation. Any minor deformation of the base frame 76 has no effect on the electrical components, as these are elastically mounted within the base frame 76 via the support units 78 and can therefore move (to a limited extent) within the base frame 76.

[0079] Several fastening devices 86 are arranged on the upper side of the base frame 76. The fastening devices 86 are designed to attach the base frame 76, and thus the entire energy supply module 18, directly and / or indirectly to the vehicle frame 68, preferably detachably, for example by means of screws. For example, two fastening devices 86 can be arranged at the free ends of the inner cross members 82 for direct attachment to the longitudinal outer sides of the vehicle frame 68. Two further fastening devices 86 each can be arranged on a front and a rear side of the base frame 76 for indirect attachment to the vehicle frame 68, for example via intermediate mounting brackets.

[0080] An underride guard element 92 can be arranged on the underside of the base frame 76, both on the front and rear sides. The underride guard element 92 can be inclined to a horizontal axis and a vertical axis and may, for example, be in the form of an underride guard plate. The underride guard elements 92 are arranged on a lower edge of the front and rear sides of the energy supply module 18. The underride guard elements 92 extend along the entire width of the energy supply module 18.

[0081] As in Figure 8As shown, the energy supply module 18 comprises several electrical components. In particular, the energy supply module 18 comprises several high-voltage energy storage devices 88 and a cooling system 90. In addition to the high-voltage energy storage devices 88 and the cooling system 90, the energy supply module 18 can include further electrical components to enhance functional integration. For example, the energy supply module 18 can also include a high-voltage power distributor 94, a heater 96, at least one DC-DC converter 98, at least one low-voltage energy storage device 100, an on-board charger 102, a power steering pump 104, and / or a high-voltage interface 106, as shown in Figure 8 is shown.

[0082] The high-voltage energy storage units 88 are arranged at ground level in the support units 78 and are thus elastically mounted relative to the base frame 76. The high-voltage energy storage units 88 are designed, for example, for storing high-voltage direct current electrical energy. Depending on the requirements, the high-voltage energy storage units 88 can be connected at least partially in parallel and / or in series.

[0083] The remaining electrical components of the energy supply module 18, such as the cooling system 90, the high-voltage power distributor 94, the heater 96, the at least one DC-DC converter 98, the at least one low-voltage energy storage device 100, the on-board charger 102, the power steering pump 104, and / or the high-voltage interface 106, are distributed within the support units 78. Preferably, these electrical components are arranged at least partially above the high-voltage energy storage devices 88, e.g., mounted directly or indirectly on them.

[0084] The cooling system 90 is designed for actively cooling the high-voltage energy storage units 88. The cooling system 90 can include a refrigeration circuit with phase change of the refrigerant and a liquid cooling circuit cooled by this process. For example, the refrigeration circuit can include a compressor, a condenser, an expansion valve, and an evaporator. For example, the evaporator can be used to cool the liquid cooling circuit, which can include several heat exchangers for the multiple high-voltage energy storage units 88 and, if applicable, other electrical components of the energy supply module 18 that require cooling. The cooling system 90, in particular the compressor, actuators, and valves thereof, can be electrically driven, e.g., with low-voltage electrical energy from the low-voltage energy storage units 100. The refrigeration circuit, in particular the compressor, the condenser, the expansion valve, and / or the evaporator, can be arranged in one of the outer support units 78.It is possible that, in addition to the multiple high-voltage energy storage devices 88, the cooling system 90 cools one or more further electrical components, preferably high-voltage components (e.g., DC-DC converters 98 and / or high-voltage power distributors 94, etc.), of the energy supply module 18 that require temperature control. Furthermore, the cooling system 90 can have an external cooling interface through which components of the commercial vehicle 10 to be cooled, located outside the energy supply module 18, can be connected to the cooling system 90. It is also possible that a coolant can be supplied to the energy supply module 18 via an external cooling interface to cool electrical components (e.g., DC-DC converters 98 and / or on-board chargers 102) of the energy supply module 18.

[0085] The high-voltage power distributor 94 provides a variety of high-voltage connections for a corresponding variety of high-voltage components (e.g. heater 96, DC-DC converter 98, on-board charger 102, range extender, etc.) of the high-voltage on-board power supply to enable an electrically conductive connection with the high-voltage energy storage devices 88.

[0086] The heater 96 can preferably be configured as a high-voltage heater. The heater 96 can be used to heat the high-voltage energy storage units 88 at low ambient temperatures. The heater 96 can be supplied with electrical energy from the high-voltage energy storage units 88 via the high-voltage power distributor 94.

[0087] The at least one DC-DC converter 98 is designed to convert a high-voltage direct current from the high-voltage electrical system to a low-voltage direct current from a low-voltage electrical system. For example, two DC-DC converters 98 can be provided to each convert the high-voltage direct current to a 12 V direct current to supply a 24 V electrical system of the commercial vehicle 10. In particular, the low-voltage energy storage devices 100 can be charged in this way.

[0088] The low-voltage energy storage units 100 are designed to store low-voltage electrical energy for supplying the low-voltage electrical system. For example, two 12 V energy storage units 100 can be used to supply a 24 V electrical system.

[0089] The on-board charger (OBC) 102 is used for externally charging the multiple high-voltage energy storage devices 88. The on-board charger 102 can be electrically connected to a DC charging socket for connecting an external charging cable. The on-board charger 102 can, for example, be located below one of the DC-DC converters 98.

[0090] The steering pump 104 can be assigned to a power steering device of the commercial vehicle 10. The steering pump 104 can preferably be designed as a low-voltage steering pump.

[0091] The high-voltage electrical interface 106 of the energy supply module 18 can, for example, supply electrical energy to the electric drive unit 110 or its inverter 124 located outside the energy supply module 18. The energy supply module 18 can also have one or more low-voltage interfaces for supplying low-voltage electrical components of the commercial vehicle 10 located outside the energy supply module 18. For example, the low-voltage interfaces can be connected to a main wiring harness of the commercial vehicle 10 located on the vehicle frame.

[0092] It is also possible that the energy supply module 18 optionally includes a range extender (not shown). The range extender is an additional component in an electric vehicle that increases its range. The range extender can provide electrical energy for charging the high-voltage energy storage unit 88. For example, the range extender can be designed as a combination of an internal combustion engine and a generator, or as a fuel cell powered by hydrogen or methanol.

[0093] Sensitive high-voltage components can be particularly well protected by the two outer support units 78 within the inner support unit 78. As shown, the high-voltage power distributor 94, the DC-DC converters 98, the on-board charger 102, and the high-voltage interface 106 can be housed in the inner support unit 78. Additional and / or alternative electrical components, especially high-voltage components, can be arranged in the inner support unit 78. The cooling system 90, the heater 96, the low-voltage energy storage devices 100, and / or the power steering pump 104, for example, can be arranged in the outer support units 78.

[0094] The inner support unit 78 is not only specially protected between the two outer support units 78. Additionally, the electrical components housed in the inner support unit 78 can extend at least partially upwards in a vertical direction beyond the inner support unit 78, i.e., project upwards from the inner support unit 78. These electrical components thus extend into a space which, in the state of the energy supply module 18 being mounted on the vehicle frame 68, is specially protected between the main longitudinal beams 70 (see Figure 7 In the exemplary embodiment, this is implemented, for example, for the high-voltage power distributor 94 and the DC-DC converters 98. Additional and / or alternative electrical components, in particular high-voltage components, can be arranged projecting vertically upwards in the inner support unit 78.

[0095] The Figures 10 and 11show parts of the rear axle drive module 20. The parts can be connected to each other and attached together as the rear axle drive module 20 to the vehicle frame 68.

[0096] The rear axle drive module 20 comprises a driven rear axle 108 and an electric drive unit 110. It is possible that the rear axle drive module 20 may also include additional rear axles, e.g., a lift axle.

[0097] The rear axle 108 is mounted to the vehicle frame 68 by means of a rear axle suspension 112. The rear axle suspension 112 may include air springs 114 for springing and damping. Other components may be attached to the rear axle 108, e.g., anti-lock braking system control valves, etc.

[0098] The electric drive unit 110 is connected to the rear axle 108 for driving purposes. The electric drive unit 110 drives a driveshaft 116, which in turn is connected to the rear axle 108 for driving purposes. The driveshaft 116 is articulated to the electric drive unit 110. The driveshaft 116 is articulated to the rear axle 108. The electric drive unit 110 and the driveshaft 116 are aligned along a longitudinal axis of the commercial vehicle 10.

[0099] The electric drive unit 110 is mounted at an angle to a horizontal axis, for example at an angle between 0° and 10°, preferably around 5° to 6°. Likewise, the driveshaft 116 is mounted at an angle to the horizontal axis, for example at an angle between 0° and 10°, preferably around 5° to 6°. This inclination of the driveshaft 116 can be advantageous with respect to the load on the articulated connection between the driveshaft 116 and the rear axle 108 during vertical compression movements of the rear axle 108 while the commercial vehicle 10 is in motion. The inclination of the electric drive unit 110 allows for a small or even no angular misalignment between an output shaft of the electric drive unit 110 and the inclined driveshaft 116.Excessive angular misalignment would lead to high stresses on the articulated connection between the electric drive unit 110 and the drive shaft 116 during operation of the electric drive unit 110. These high stresses could ultimately cause the articulated connection between the electric drive unit 110 and the drive shaft 116 to break.

[0100] Advantageously, the electric drive unit 110 can be mounted in a 3-point bearing arrangement using three (motor) bearings 118. Two of the three bearings 118 are arranged on one side of the electric drive unit 110 facing the rear axle 108. A third bearing 118 is arranged on the rear side of the electric drive unit 110, facing away from the rear axle 108. The third bearing 118 is positioned centrally with respect to the rear side of the electric drive unit 110. High-voltage connections for supplying electrical power to the electric drive unit 110 via the high-voltage energy storage devices 88 can also be arranged off-center on the rear side of the electric drive unit 110. Electrical cables can be connected to the high-voltage connections to supply the electric drive unit 110 with high-voltage electrical energy.The central arrangement of only one of the three bearings 118 on the rear of the electric drive unit 110 makes it possible to ensure that the high-voltage connections are not concealed and are therefore easily accessible for connecting the corresponding electrical lines.

[0101] The electric drive unit 110 can be attached to the main longitudinal beams 70 via two crossbeams 120, 122. The two crossbeams 120, 122 are spaced parallel to each other. When the rear axle drive module 20 is mounted on the vehicle frame 68, the two crossbeams 120, 122 extend between the two parallel main longitudinal beams 70. The electric drive unit 110 is attached to the two crossbeams 120, 122 from below by means of the bearings 118.

[0102] The first crossbeam 120 is positioned in front of the electric drive unit 110 with respect to the forward direction of travel of the commercial vehicle 10. The second crossbeam 122 is positioned behind the electric drive unit 110 with respect to the forward direction of travel of the commercial vehicle 10. Two of the three bearings 118 are attached to the underside of the first crossbeam 120. One of the three bearings 118 is attached to the underside of the second crossbeam 122. The electric drive unit 110 is supported by the crossbeams 120 and 122 in such a way that it is protected between the two crossbeams 120 and 122.

[0103] As shown, the two crossbeams 120, 122 can have an inverted U-profile. A receiving space is created between the vertical legs of the inverted U-profile, in which the bearings 118 can be partially accommodated. This allows the electric drive unit 110 to be positioned flush or nearly flush with the top surface of the main longitudinal beams 70. Furthermore, the bearings 118 are partially protected within the crossbeams 120, 122.

[0104] The electric drive unit 110 is positioned inside the vehicle frame 68 between the main longitudinal members 70 after the rear axle drive module 20 has been mounted. This is made possible by the fact that the electric drive unit 110 has more compact dimensions compared to, for example, a conventional internal combustion engine. Additionally, in a conventional ladder-frame truck, the rear area between the longitudinal members of the ladder frame is essentially unused. The arrangement of the electric drive unit 110 at the level of the main longitudinal members 70, between the main longitudinal members 70 and behind the rear axle 108 thus offers a space-saving and protected arrangement for the electric drive unit 110. The electric drive unit 110 is therefore located at the rear of the vehicle directly below the cargo module 22 (see Figure 1 ) arranged.

[0105] The arrangement of the electric drive unit 110 is such that it projects downwards in a vertical direction beyond the underside of the two main longitudinal beams 70. For example, the electric drive unit 110 projects downwards in the vertical direction by approximately half its height over the two main longitudinal beams 70. It is also possible for the electric drive unit 110 to project downwards in the vertical direction by a greater or lesser amount over the two main longitudinal beams 70.

[0106] With respect to a vertical upward direction, the electric drive unit 110 is essentially flush with the top surface of the two main longitudinal beams 70. A projection of the electric drive unit 110 is not practical here, as this would affect the arrangement and configuration of the loading platform module 22, which is supported on the main longitudinal beams 70 (see Figure 1). Figure 1), would be affected. It is also possible that the electric drive unit 110 is set back slightly with respect to the top of the two main longitudinal beams 70, for example by less than 100 mm.

[0107] Figure 12 shows further components of the commercial vehicle 10, which can be mounted on the vehicle frame 68 of the frame module 16 in a rear area of ​​the commercial vehicle 10.

[0108] An inverter 124 can be arranged at the rear of the vehicle. The inverter 124 converts high-voltage direct current electrical energy from the high-voltage energy storage devices 88 into high-voltage alternating current electrical energy to drive the electric drive motor 110. The inverter 124 can be connected to the high-voltage terminals of the electric drive unit 110 via electrical cables. When mounted on the vehicle frame 68, the inverter 124 is protected between the main longitudinal members 70 at the level of the main longitudinal members 70. The inverter 124 can also be attached to the main longitudinal members 70. The inverter 124 can be advantageously arranged behind the rear axle 108 and in front of the electric drive motor 110.

[0109] The commercial vehicle 10 can further comprise a cooling module 126. The cooling module 126 can advantageously be arranged in the rear area of ​​the commercial vehicle 10. It is particularly advantageous for the cooling module 126 to be arranged on a longitudinal outer side of one of the two main longitudinal beams 70 adjacent to the electric drive unit 110. The cooling module 126 can have a support 128, for example an open frame, which is attached to the longitudinal outer side of the corresponding main longitudinal beam 70. Advantageously, the cooling module 126 is flush with or recessed in a vertical direction with respect to the top surface of the main longitudinal beams 70. The cooling module 126 can project downwards beyond the main longitudinal beams 70 in a vertical direction.

[0110] The cooling module 126 can have one or more fans 130, for example radial fans, to supply cooling air to one or more heat exchangers or coolers 132 of the cooling module 126. The fans 130 can draw in cooling air from a longitudinal outer side of the commercial vehicle 10. The coolers 132 can have a radiator, for example an oil cooler, for a cooling circuit for cooling the electric drive unit 110. The coolers 132 can have a radiator, for example a water cooler, for a cooling circuit for cooling the inverter 124, the DC-DC converters 98 and / or the on-board charger 102.

[0111] The commercial vehicle 10 can further comprise a compressed air module 134. The compressed air module 134 can be mounted on a longitudinal outer side of one of the main longitudinal beams 70, preferably opposite the cooling module 126. The compressed air module 134 can be arranged behind the rear axle 108. The compressed air module 134 preferably serves to mechanically and functionally integrate all components necessary for the braking function of the commercial vehicle 10. The compressed air module 134 can comprise further compressed air components, for example, for the air springs 64, 114 or for a compressed air braking system of a trailer of the commercial vehicle 10. Preferably, the further compressed air components can be selectively integrated modularly into the compressed air module 134, each in a vehicle-specific manner with regard to the respective commercial vehicle 10.

[0112] One version of the compressed air module 134 is described in detail in the Figures 13 to 15 shown. For clarity, the following are shown: Figures 13 to 15Electrical wiring and pneumatic piping within the compressed air module 134 are not shown.

[0113] The compressed air module 134 includes an air compressor 136, a compressed air preparation unit 138, a compressed air storage unit 140, a compressed air service brake valve unit 142, a compressed air parking brake valve unit 144 and a holding device 146.

[0114] The air compressor (also called air compressor) 136 is designed to compress ambient air into compressed air, for example to a pressure level between 8 bar and 12 bar. The air compressor 136 is preferably electrically driven. An electrical power supply for the air compressor 136 can be located outside the compressed air module 134, for example in the power supply module 18.

[0115] The compressed air preparation unit 138 is designed to condition the compressed air for the downstream compressed air systems. Preferably, the compressed air preparation unit 138 may include a particle filter for removing dirt from the compressed air, an air cooler for cooling the compressed air, and / or an air dehumidifier for dehumidifying the compressed air. The compressed air preparation unit 138 is arranged downstream of the air compressor 136. It is possible that, for example, a compressed air pressure regulator valve unit is arranged in the fluid connection between the air compressor 136 and the compressed air preparation unit 138 and is included in the compressed air module 134.

[0116] The compressed air storage tank 140 can store the compressed air processed by the compressed air preparation unit 138. The compressed air storage tank 140 is located downstream of the air compressor 136 and the compressed air preparation unit 138.

[0117] The compressed air service brake valve unit 142 (see Figure 14The compressed air brake system of the commercial vehicle 10 is part of a compressed air braking system. The compressed air service brake valve unit 142 is designed to control the brake pressures of the front axle 58 and the rear axle 108. In particular, the compressed air service brake valve unit 142 can supply compressed air to corresponding pneumatic brake cylinders on the front axle module 14 and the rear axle drive module 20. For example, the compressed air service brake valve unit 142 can have a proportional valve arranged in fluid connection upstream of the brake cylinder on the front axle 58. For example, the compressed air service brake valve unit 142 can have a rear axle modulator arranged in fluid connection upstream of the brake cylinder on the rear axle 108. The compressed air service brake valve unit 142 can be designed as an electrically actuated solenoid valve unit with one or more valves.

[0118] The pneumatic parking brake valve unit 144 is part of a pneumatic braking system of the commercial vehicle 10. The pneumatic parking brake valve unit 144 can, for example, be in fluid contact with brake cylinders of a parking brake of the rear axle drive module 20 on the rear axle 108.

[0119] The mounting device 146 supports the air compressor 136, the compressed air preparation unit 138, the compressed air reservoir 140, and the compressed air service brake valve unit 142. Specifically, the air compressor 136, the compressed air preparation unit 138, the compressed air reservoir 140, and the compressed air service brake valve unit 142 are detachably mounted on specially provided, predetermined mounting areas 148 of the mounting device 146, for example, by means of fastening screws.

[0120] The holding device 146 is designed as an open frame. The open frame is constructed from crossbeams, longitudinal beams, and vertical beams that form the outer contour of the open frame. The holding device 146 can be attached to the vehicle frame 68 of the commercial vehicle 10 by means of, for example, two spaced-apart brackets 150, e.g., by means of removable screws.

[0121] The compressed air module 134 can also include a compressed air air suspension valve unit 152. The compressed air air suspension valve unit 152 can be part of an air suspension system that includes the air springs 64 and 114. The compressed air air suspension valve unit 152 is also mounted on the holding device 146 at a predetermined mounting area 148.

[0122] The pneumatic air suspension valve unit 152 is designed to build up, maintain, and / or reduce pressure in the air suspension system. This allows the ground clearance of the commercial vehicle 10 to be increased, maintained, or decreased at one or more axles. For example, the pneumatic air suspension valve unit 152 can include a front axle valve in fluid connection with the air springs 64 of the air-sprung front axle 58, a rear axle valve in fluid connection with air springs 114 of the air-sprung rear axle 108, and / or a rear axle lift axle valve in fluid connection with air springs of an air-sprung rear axle and lift cylinders of a lift axle (not shown) of the commercial vehicle.

[0123] The compressed air module 134 may also include a regeneration device 154 for regenerating the compressed air preparation system 138. The regeneration device 154 may be at least partially supported by the mounting device 146. It is also possible, for example, that a compressed air regeneration tank of the regeneration device 154 is formed by a sealed hollow profile of the mounting device 146.

[0124] The compressed air service brake valve unit 142, the compressed air parking brake valve unit 144 and / or the compressed air air suspension valve unit 152 can be designed as an electrically actuated solenoid valve unit with one or more valves.

[0125] A particularly space-saving arrangement, which can be especially advantageous with regard to the necessary electrical wiring and pneumatic piping of the compressed air module 134, results from the following component arrangement. The compressed air reservoir 140 can be mounted externally on the mounting device 146, preferably on one side of the mounting device 146 where the brackets 150 are also located. The air compressor 136, the compressed air preparation unit 138, and / or the compressed air service brake valve unit 142 can be mounted within the outer contours of the mounting device 146, providing protection. The compressed air air suspension valve unit 152 and / or the compressed air parking brake valve unit 144 can be mounted externally on the mounting device 146 and / or above the air compressor 136. Other component arrangements are also possible.

[0126] Depending on requirements, the compressed air module 134 can be configured to suit specific vehicles. This means that the compressed air module 134 itself can be modularly expandable. Depending on the vehicle configuration of the commercial vehicle 10, the compressed air module 134 consists of different components (component variance and complexity). The compressed air module 134 can be assembled at an early stage without increasing the number of parts at the final assembly point. To accommodate the functions of different vehicle types, a basic version of the compressed air module 134 is supplemented with one or more modular extensions, if desired. These extensions address the additional requirements for the respective vehicle type.

[0127] A basic version of the compressed air module 134 can, for example, include the air compressor 136, the compressed air preparation unit 138, the compressed air reservoir 140, at least one compressed air brake valve device, e.g., 142 or 144, and the mounting device 146. The compressed air components 136-144 can be mounted on specially provided, predetermined mounting areas 148 of the mounting device 146. The basic version can also, for example, include the compressed air air suspension valve unit 152 and / or the regeneration device 154.

[0128] Vehicle-specific modular extensions of the compressed air module 134 can then be implemented so that additional compressed air components can be attached to further, specifically designated, predetermined mounting areas. Additional compressed air components can, for example, be a functional extension for the compressed air control of a compressed air trailer brake system and / or a functional extension for the compressed air control of a compressed air service and / or parking brake or a lift cylinder of a leading or trailing axle of the commercial vehicle 10. A leading axle is arranged in front of the rear axle 108 in the forward direction of travel, a trailing axle behind it.

[0129] In these extended versions, the compressed air module 134 can, for example, additionally include a compressed air trailer brake control valve unit, which is assigned to a compressed air trailer brake system and is carried on the mounting device 146, and / or one or more further compressed air reservoirs, which are carried on the mounting device 146.

[0130] The compressed air module 134 can also be tested independently, i.e., without being mounted on the vehicle frame 68 or connected to the compressed air systems of the commercial vehicle 10. This allows functionality to be tested even before the compressed air module 134 is installed. This ensures the required quality standard in final vehicle assembly. Functionality can be tested, in particular, with regard to the electrical and pneumatic functionality of the compressed air module 134. Testing can be carried out, for example, at interfaces of the compressed air module 134. These interfaces can thus serve as external test points. Additional or alternative external electrical or pneumatic test points can also be included on the compressed air module 134.

[0131] For functional testing, pneumatic filling connections on the compressed air module 134 may also be included, for example.

[0132] The invention is not limited to the preferred embodiments described above. Rather, a multitude of variants and modifications are possible within the scope of protection. The scope of protection of the invention is defined and limited only by the subject matter of the appended claims. Reference symbol list

[0133] 10 Commercial vehicle 12 Cab module 14 Front axle module 16 Frame module 18 Energy supply module 20 Rear axle drive module 22 Loading platform module 24 Cab support structure 26 Cab front wall structure 28 Cab floor structure 30 Cab side wall structure 32 Cab rear wall structure 34 Cab roof structure 36 Underride guard 38 Towing device 40 Side crash structure 42 Passage 44 Lower edge profile 46 Recess 48 Upper edge profile 50 Bolting points 52 Paneling 54 Passage opening 56 Air duct 58 Front axle 60 Front axle suspension 62 Mounting bracket 64 Air spring bellows 66 Anti-lock braking system control valve 68 Vehicle frame 70 Main longitudinal member 72 Cross member 74 Support structure 76 Base frame 78 Support unit 80 Outer support beam 82 Inner cross member 84 Crash structure 86 Fastening device 88 High-voltage energy storage 90 Cooling system 92 Underride protection element 94 High-voltage power distributor 96 Heater 98 DC-DC converter 100 Low-voltage energy storage 102 On-board charger 104 Power steering pump 106 High-voltage interface 108 Rear axle110 Electric drive unit 112 Rear axle suspension 114 Air spring bellows 116 Drive shaft 118 Bearing 120 Crossmember 122 Crossmember 124 Inverter 126 Cooling module 128 Bracket 130 Fan 132 Radiator 134 Compressed air module 136 Air compressor 138 Compressed air preparation 140 Compressed air reservoir 142 Compressed air service brake valve unit 144 Compressed air parking brake valve unit 146 Mounting device 148 Mounting area 150 Bracket 152 Compressed air air suspension valve unit 154 Regeneration device

Claims

1. A utility vehicle (10), preferably a truck, comprising: a frame module (16) which comprises a vehicle frame (68), preferably a ladder frame; a front axle module (14) which comprises a front axle (58) and a front axle suspension (60) and is mountable on the vehicle frame (68); a driver's cab module (12) which is mountable on the vehicle frame (68), a rear-axle drive module (20) which comprises a rear axle (108) and an electric drive unit (110) which is drive-connected to the rear axle (108), and is mountable on the vehicle frame (68); and an energy supply module (18) which is configured to supply the electric drive unit (110) with electrical energy and is mountable on the vehicle frame (68), characterized in that the driver's cab module (12) comprises a pass-through (42) to a load body of the utility vehicle (10) and / or a horizontally or approximately horizontally oriented air-conditioning heat exchanger, and in that the driver's cab module (12) comprises a cab support structure (24) which forms a cab shell and is configured as a lattice frame.

2. The utility vehicle (10) according to claim 1, wherein: the frame module (16), the front axle module (14), the driver's cab module (12), the rear-axle drive module (20) and the energy supply module (18) can each be prefabricated and preassembled separately.

3. The utility vehicle (10) according to claim 1 or claim 2, wherein: the energy supply module (18) is mountable on the vehicle frame (68) between the front axle module (14) and the rear-axle drive module (20); and / or the energy supply module (18) is mountable on the vehicle frame (68) from below.

4. The utility vehicle (10) according to one of the preceding claims, wherein: the energy supply module (18) comprises a plurality of high-voltage energy storages (88), a cooling system (90) for the high-voltage energy storages (88), a heater (96) for the high-voltage energy storages (88), a high-voltage power distributor (94), an on-board charger (102), a DC-DC converter (98), a plurality of low-voltage energy storages (100) and / or a steering pump (104); and / or the energy supply module (18) is configured to be testable independently, preferably electrically.

5. The utility vehicle (10) according to one of the preceding claims, wherein: the front axle module (14) comprises at least one mounting bracket (62) for mounting on the vehicle frame (68), and the front axle suspension (60) suspends the front axle (58) on the at least one mounting bracket (62); and / or the front axle module (14) comprises an anti-lock braking system regulation valve (66) and / or air spring bellows (64); and / or the front axle suspension (60) is an independent wheel suspension.

6. The utility vehicle (10) according to one of the preceding claims, wherein: the driver's cab module (12) is fastened at a rear rigidly and / or by means of at least one mounting bracket (62) of the front axle module (14) to the vehicle frame (68); and / or the driver's cab module (12) comprises a front underride guard (36) and / or at least one towing device (38).

7. The utility vehicle (10) according to one of the preceding claims, wherein: the electric drive unit (110) is arranged behind the rear axle (108) with respect to a forward travel direction of the utility vehicle (10); and / or the electric drive unit (110) is mountable obliquely on the vehicle frame (68); and / or the electric drive unit (110) is mountable on the vehicle frame (68) in a 3-point mounting.

8. The utility vehicle (10) according to one of the preceding claims, wherein: the electric drive unit (110) is mountable between two parallel main longitudinal beams (70) of the vehicle frame (68); and / or the electric drive unit (110) is flush or set back in an upward vertical direction relative to the vehicle frame (68); and / or the electric drive unit (110) projects beyond the vehicle frame (68) in a downward vertical direction.

9. The utility vehicle (10) according to one of the preceding claims, further comprising: a compressed-air module (134) which is configured to provide compressed air and is mountable on the vehicle frame (68).

10. The utility vehicle (10) according to claim 9, wherein: the compressed-air module (134) is mountable on a longitudinal outer side of the vehicle frame (68); and / or the compressed-air module (134) is arranged behind the rear axle (108) with respect to a forward travel direction of the utility vehicle (10).

11. The utility vehicle (10) according to claim 9 or claim 10, wherein: the compressed-air module (134) comprises an air compressor (136), a compressed-air preparation unit (138) for cooling, filtering and / or drying compressed air, a compressed-air reservoir (140), at least one brake valve unit (142, 144) for a pneumatic brake system of the utility vehicle (10) and / or a compressed-air air-suspension valve unit (152) for a pneumatic air-suspension system of the utility vehicle (10); and / or the compressed-air module (134) is configured to be testable independently, preferably electrically and / or pneumatically; and / or the compressed-air module (134) can be prefabricated and preassembled separately.

12. The utility vehicle (10) according to one of the preceding claims, further comprising: a cooling module (126) which is configured to cool the electric drive unit (110) and / or the energy supply module (18) and is mountable on the vehicle frame (68).

13. The utility vehicle (10) according to claim 12, wherein: the cooling module (126) is mountable on a longitudinal outer side of the vehicle frame (68); and / or the cooling module (126) is arranged behind the rear axle (108) with respect to a forward travel direction of the utility vehicle (10).

14. The utility vehicle (10) according to claim 12 or claim 13, wherein: the cooling module (126) comprises a radiator (132), preferably an oil cooler, for cooling the electric drive unit (110), and a cooler (134), preferably a water cooler, for cooling high-voltage components, preferably of the energy supply module (18); and / or the cooling module (126) is configured to be testable independently, preferably electrically; and / or the cooling module (126) can be prefabricated and preassembled separately.

15. The utility vehicle (10) according to one of the preceding claims, further comprising: a load-body module (22) which is mountable on the vehicle frame (68) above the front axle module (14), the energy supply module (18) and the rear-axle drive module (20), and is configured to receive load goods.