CHASSIS WITH BRAKE SYSTEM

Description

[0001] The invention relates to a paired arrangement of brake axle stubs according to the preamble of patent claim 1.

[0002] Agricultural machines, for example, for soil cultivation and / or sowing, are known from EP2055164B1. The equipment combination described therein combines tools for soil cultivation with a downstream device for spreading fertilizer and / or seed. In order to consolidate the soil loosened by the soil cultivation tools before sowing the seed, the equipment combination has a chassis packer roller, which supports the majority of the weight of the machine as well as that of the fertilizer and / or seed carried in a storage hopper on the ground. At the same time, a large number of chassis wheels are arranged next to one another across the entire working width of the equipment combination to press down and recompact the soil loosened by the soil cultivation tools.This improves field emergence for subsequent sowing and, at the same time, distributes the entire weight evenly across the working width of the implement combination, thus reducing soil pressure compared to a conventional axle arrangement with only two wheels. Since such implement combinations are heavy, they are usually equipped with brake axles to enable them to participate in legal road traffic. As shown, for example, in EP1510119A1 or DE102016117952A1, two wheels are arranged on a common, continuous brake axle. Arranging the wheels in pairs on an axle causes soil material, plant residue, or earth to become trapped between the tire sidewalls, clogging the chassis, causing premature tire wear, and negatively impairing the effectiveness of the braking system.EP2363013B1 discloses a wheel arrangement in which adjacent wheels, along with individual axle stubs, exhibit an axle offset in the direction of travel. This has the advantage that the tire flanks move relative to each other, ejecting soil and plant debris trapped between the tire flanks directly behind the chassis. Due to the wheel or axle offset, only individual brake axle stubs with a separate brake actuation device can be installed, which results in increased parts costs and, at the same time, requires a large amount of installation space, which severely limits the selection of tire and rim sizes. DE 10 2014 106953 A1 discloses a chassis according to the preamble of claim 1.

[0003] The object of the invention is to provide an arrangement of brake axle stubs which avoids the above disadvantages.

[0004] This object is achieved by the features of the characterizing part of claim 1. Further advantages can be found in the following claims.

[0005] A chassis of a preferably agricultural vehicle or mobile device with an arrangement of braked axle stubs and wheels is moved or transported in one direction of travel over a ground surface. The braked axle stubs have a stub axle with a braking device, on each of which a wheel hub is rotatably mounted and operatively connected to the braking device, with at least one wheel being attached to each wheel hub. A brake actuation shaft is arranged on each braked axle stub for introducing an applied brake actuation torque into the braking device of the braked axle stubs. The brake actuation torque can be applied directly by an actuator or indirectly via a lever or gear.By arranging at least one pair of brake axle stubs offset from one another in the direction of travel of the vehicle, a cleaning effect of the wheels is achieved because soil material carried along and trapped by the relative movement between the wheels is loosened and thrown off. For this purpose, the axle centers of the stub axles are spaced apart. The distance is measured horizontally in the direction of travel of the vehicle. The brake actuation shafts are arranged approximately coaxially to one another and are therefore aligned with one another. By aligning the brake actuation shafts of the two brake axle stubs, the braking torque can be applied using a device that was previously only known from through-brake axles. Compared to a conventional through-axle, this improves the cleaning effect of the wheels relative to one another and thus the functional reliability of the entire braking system.In particular, if at least one, preferably two brake levers are assigned to the brake actuating shafts, a braking force can be applied to the lever ends protruding from the brake actuating shafts. The braking force is transmitted via the brake levers as a braking torque by means of the brake actuating shafts to the brake axle stubs and initiates the braking action. In particular, the brake axle stubs are designed or equipped with drum brakes, wherein brake actuating shafts move one or more eccentric cams, which in turn press one or more brake shoes against the inner surface of a brake drum and initiate the braking effect through friction. The brake shafts can also be arranged in such a way that a spreading or clamping effect on a brake disc is achieved instead of a drum brake.

[0006] In a preferred arrangement, two brake levers are arranged side by side between the paired brake axle stubs on the respective brake actuation shafts. A balance beam is arranged between the lever ends of the brake levers. This balance beam is designed to compensate for misalignments of the lever ends, which can occur due to inconsistent settings or brake wear.

[0007] In a further embodiment, at least one actuating element is assigned to one or both brake levers, which applies the braking force to the levers. The actuating element can be designed directly as a pressure or tension cylinder, but also as a pressure rod or traction means to indirectly apply pressure and / or traction to actuate the brake. In addition to a pneumatically or hydraulically actuated cylinder, the braking force can also be applied via an overrun brake device or a manual parking brake device. In particular, a combined traction / compression force transmission is also included, as is found in a combination of a service brake system together with another parking brake system. The actuating element includes traction means such as cables, chains and tension struts, but also pressure struts and actuating rods with countershaft and transmission gears to increase the braking forces or travel to be applied.

[0008] In a convenient embodiment, at least one brake lever has an adjusting device for changing its angular position relative to the brake actuation shaft. For this purpose, a brake lever can be equipped with a manually operated or wear-dependent adjustment device. This adjustability allows for easily correcting differences in braking effect, both initially during commissioning and as the brake system wears. Preferably, an adjustment device is designed as a worm gear or adjustable Hirth gearing, which is arranged between the end of the brake lever and the brake actuation shaft.

[0009] The chassis preferably comprises a chassis frame with at least one cross member, from which a central web protrudes for each offset wheel pair or extends into the brake axle area. This web is arranged between pairs of brake axle stubs. The brake axle stubs can be welded, clamped, or fixed to the central web with additional form-fitting elements. A central web preferably has a detachable connection to the chassis frame and / or the brake axle stubs to simplify assembly / disassembly of the brake axle stubs or the wheels, particularly in confined spaces.

[0010] An assembly-friendly arrangement of the brake axle stub axles on the center web is achieved by providing the stub axles with a flange at the end opposite the wheel hub, which secures the brake axle stub to the center web. One or more fasteners are used for fixation. These can also be supported by additional form-locking elements.

[0011] In particular, if the respective brake axle stubs have at least one, preferably several fastening means with their flange, wherein at least one fastening means is connected jointly to the flange of the first brake axle stub and the flange of the second brake axle stub arranged on the other side of the central web, a space-saving, installation space-optimized flange connection is achieved. Both the central web and the flanges of the brake axle stubs have recesses or bores through which a clamping connection acts, for example by means of screws and nuts, threaded bores or threaded bolts. Since the flanges, which are offset from one another in the direction of travel, can overlap laterally, it is advantageous if at least one, preferably two fastening means act jointly on both flanges where they overlap or where their recesses are aligned with one another.Advantageously, each flange has four recesses, and the intermediate center web has six recesses for accommodating fastening devices. The outer recesses of the center web are spaced from the intermediate recesses by the same distance as the corresponding recesses of the flanges, at least measured in the direction of travel.

[0012] The invention is characterized in particular by the fact that, by combining an axle offset of the wheel axles with an aligned arrangement of the brake shafts, on the one hand a simple, cost-effective brake system is realized, which on the other hand has a low susceptibility to contamination and thus increased operational reliability.

[0013] Further details and advantages of the subject matter of the invention will become apparent from the following description and the accompanying drawings, which illustrate an embodiment with the necessary details and individual parts. They show: Fig.1 an agricultural vehicle 1 in perspective view obliquely from the front, Fig.2 a part of the frame 2 of the vehicle 1 in perspective view obliquely from the rear Fig.3 the same view as Figure 2 However, for the sake of clarity, only every second wheel is shown, Fig. 4 a single brake axle arrangement Figure 3 and Fig. 5 a paired arrangement of brake axle stumps in perspective view diagonally from the front. Character description

[0014] Figure 1shows a vehicle 1 designed as an agricultural sowing combination. The vehicle 1 has a drawbar 29 in the front area, which serves to couple and move the vehicle 1 with a towing vehicle (not shown). Movement occurs in the direction of travel 6. The towing vehicle has a hydraulic or pneumatic pressure supply which is connected to the braking system of the vehicle 1. In the middle to rear area, the vehicle 1 has a chassis 2 for operation and transport, which carries a large part of the weight of the vehicle 1 and supports it on the ground. In the front area of ​​the chassis 2, a section with several soil cultivation tools 25, preferably liftable, distributed across the working width of the vehicle is arranged.The wheels 5 of the chassis 2, which are arranged offset from one another in the direction of travel 6 across the entire width of the vehicle 1, can reconsolidate the soil previously loosened by the tools 25. A further spreading device 27 is arranged behind the chassis 2, with which material such as seed or fertilizer can be spread onto the soil traveled over or incorporated into it. The material is preferably carried in a container 26 and spread onto an agricultural area by the spreading devices 27. Particularly when spreading seed, almost full-surface reconsolidation of the loosened soil by the wheels 5 is advantageous in order to create better germination conditions for the seed subsequently introduced into the soil by the spreading device 27.The chassis components are arranged by means of a chassis frame 21, which extends, particularly in the rear region of the chassis 2, transversely to the direction of travel 6. The chassis consists of six wheels 5 arranged side by side, three of which are visible and three others concealed by the container 26. Every second wheel is offset from an adjacent wheel in the direction of travel 6, in which the stub axles 7 of the associated brake axle stubs 3 and 4 are spaced apart from each other. Two brake axle stubs 3 and 4 protrude to the left and right from a center web 22, which extends forward and is connected to the chassis frame 21.

[0015] Figure 2shows the relevant part of the chassis 2 with the cross member of the chassis frame 21 arranged transversely to the direction of travel 6, from which three central webs 22 extend rearward and downward into the axle area. To the right and left of each central web 22, a first, front brake axle stub 3 and a further, rear brake axle stub 4 are mounted, each offset from one another by the distance a in the direction of travel 6. The stub axles 7 of the respective front brake axle stubs 3 lie on a common axle center 12, the further stub axles 7 of the rear brake axle stubs 4 lie on the axle center 13. On each end of a stub axle 7 protruding from the central web 22, a wheel hub 9 is rotatably mounted, to which a wheel 5 consisting of tire and rim is flanged.

[0016] Analogous to Figure 2 shows Figure 3the same arrangement of the running gear 2, which, however, for the sake of clarity, is shown only with the second, fourth and sixth wheel 5 offset to the rear. The three other front wheels, which have been omitted, make the braking devices 8 visible. The front brake stubs 3 are offset from the rear brake stubs 4 by the distance a, measured in the direction of travel 6, in that the respective stub axles 7 are aligned on the same front axle center 12 and rear axle center 13, which consequently also have the distance a from each other measured in the direction of travel 6. Also visible is a wheel hub 9, to whose flange surface facing away from the central web 22 the wheels 5 can be attached by means of the protruding wheel bolts. On the side facing the central web 22, a brake drum is also fixedly connected to the wheel hub 9 and rotatable relative to the stub axle 7.

[0017] The actual braking device 8 is shown in the following Figure 4Shown in detail: To the right and left of the center web 22, a front brake axle stub 3 and a rear brake axle stub 4 are arranged offset from one another in the direction of travel 6. The axle centers 12 and 13 of the respective stub axles 7 are at a distance a from one another, measured in the direction of travel 6. Preferably, the distance a corresponds to at least a cross-section of a stub axle 7, the extent of which is also measured in the direction of travel 6. A brake actuation shaft 11 projects off-center from the axle center 12 of the brake axle stub 3, and a brake actuation shaft 12 projects off-center from the axle center 13 of the brake axle stub 4. The respective brake axle stumps 3 and 4 are rotated relative to one another about the respective axle centers 12 and 13 in such a way that the respective brake actuation shafts 11 and 12 are aligned opposite one another.The two brake actuation shafts 11 and 12 can extend beyond the central web 22 or merge into one another through a corresponding opening and have a common actuation hub or a common actuation lever for introducing an actuation torque into the respective braking device 8. Preferably, however, the two brake actuation shafts 11 and 12 are interrupted by the central web 22 and each provided with its own brake lever 14 and 15. At the ends 16 and 17 opposite the brake actuation shafts 11 and 12, the brake levers 14 and 15 each have openings or bores in which a balance beam 18 is rotatably arranged. The balance beam 18 has correspondingly toleranced or spherical pins at its ends in order to compensate for slight tilting play, which can occur with smaller angular tolerances between the brake levers 14 and 15 and their respective brake actuation shafts 11 and 12.An actuating element, designed here as a push rod, is also articulated or subject to play and is connected to an actuator 28 for introducing a braking force into the respective brake levers. The actuator 28 is preferably designed as a piston or diaphragm brake cylinder, which is actuated or operated hydraulically, pneumatically and / or electrically to generate a braking force. If part of the actuating element 19 is designed with an adjusting thread or an adjustable fork head, initial brake settings or readjustments due to brake wear can be easily performed. By selecting the actuator dimensions and adequately choosing the effective lever lengths of the brake levers 14 and 15, the required braking forces / torques can be adjusted to match the legal deceleration requirements for vehicles.Furthermore, the actuator 28 can be combined with another spring-loaded brake to provide additional parking brake functions in addition to the vehicle's service brake. Likewise, an additional linkage or traction device can be provided to apply additional force to the parking brake function.

[0018] Analogous to Figure 4 shows Figure 5 Another, mirror-image brake axle configuration from a different perspective. In this figure, too, the two brake axle stubs 3 and 4 are arranged with the axle centers 12 and 13 of their stub axles 7 offset from each other by the distance a in the direction of travel 6. The two brake actuation shafts 10 and 11 are arranged in alignment with each other on the axis shown. The two brake levers 14 and 15 protrude upwards from the brake actuation shafts 10 and 11, which are jointly actuated at their ends 16 and 17 by the balance beam 18, as already shown in Figure 4 described. The Figure 4 The central web 22 described above has been omitted here for the sake of clarity. However, the two plate-shaped flanges are spaced apart by a distance corresponding to the thickness of the central web 22. Figure 4The flanges each have four openings or bores through which fastening means 24, preferably screws or threaded bolts, extend, which can be tightened at their free end with suitable nuts or threaded holes. Therefore, the fastening means 24 are only shown here with their central axes. Preferably, the openings of the flanges 23 or the centers of the fastening means 24 have the same distance a from one another in the direction of travel as the axle centers 12 and 13 of the stub axles 7 of the brake axle stubs 3 and 4. This preferred arrangement allows two openings in the flanges 23 to be clamped in a space-saving manner with two common fastening means 24 extending across both flange thicknesses and the central web 22. In this arrangement, the two central axes of the fastening means 24 also lie in the same vertical plane as the two mutually aligned central axes of the brake actuation shafts 10 and 11.

[0019] Furthermore, the two brake actuation shafts 10 and 11 are arranged, measured horizontally in the direction of travel, exactly half a distance a from the respective axle centers of their brake axle stubs 3 and 4, i.e., centrally between them. In order to use commercially available brake axle stubs 3, 4, it is advisable to use flanges 23 with a rectangular or square hole pattern for the fastening means 24. The stub axles are attached twisted to the flanges and preferably welded in an opening in the flange. The twist angle corresponds to the tangent of the ratio of half the distance a between the axle centers 12 and 13 and the distance to the centers of the brake actuation shafts 10 and 11, measured vertically thereto, which runs to an imaginary horizontal plane extending through the axle centers 12 and 13.

[0020] The two brake levers 14 and 15 are designed as so-called slack adjusters. These have externally accessible adjusting means 20 with which the angular position of the brake levers relative to the brake actuation shafts 10 and 11 can be adjusted via a gear mechanism preferably located in the slack adjuster, enabling initial brake adjustment or readjustment when brake wear occurs. LIST OF REFERENCE SYMBOLS

[0021] 1 vehicle 2 chassis 3 Brake axle stub 4 Brake axle stub 5 wheel 6 Direction of travel 7 stub axle 8 braking device 9 wheel hub 10 brake actuation shaft 11 brake actuation shaft 12 Axle center 13 Axle center 14 brake lever 15 brake lever 16 Lever end 17 Lever end 18 balance beam 19 Actuating element 20 Adjusting device 21 chassis frame 22 Central bridge 23 flange 24 Fasteners 25 Soil cultivation tool 26 container 27 Application device 28 Actuator 29 drawbar

Claims

1. A chassis (2) of a preferentially agriculturally utilised vehicle (1) or mobile implement with an arrangement of brake axle stubs (3, 4) and wheels (5), wherein the vehicle (1) is moved or transported with the wheels (5) in a the direction of travel (6) over a ground surface, wherein the brake axle stubs (3, 4) comprise a stub axle (7) with a brake device (8), on which a wheel hub (9) each is rotatably mounted and operatively connected to the brake device (8), wherein on each wheel hub (9) at least one wheel (5) is mounted, wherein the brake axle stubs (3, 4) each have a brake actuation shaft (10, 11) for introducing an applied brake actuation torque into the brake device (8) of the brake axle stub (3, 4), wherein at least one pair of brake axle stubs (3, 4) are arranged in the direction of travel (6) of the vehicle (1) offset relative to one another in such a manner that the centres (12, 13) of the stub axles have a distance (a) relative to one another, characterised in that the brake actuation shafts (10, 11) of the two brake axle stubs (3, 4) are arranged aligned with one another.

2. The chassis (2) according to Claim 1, characterised in that the brake actuation shafts (10, 11) are assigned at least one, preferentially two brake levers (14, 15), at their lever ends (16, 17) of which projecting from the brake actuation shafts (10, 11) a device for introducing a braking force is arranged.

3. The chassis (2) according to Claim 1 or 2, characterised in that between the brake levers (14, 15) of the brake axle stubs (3, 4) arranged in pairs between the lever ends (16, 17) of the brake levers (14, 15) a balance beam (18) offsetting an alignment error of the lever ends (16, 17) is arranged.

4. The chassis (2) according to any one of the preceding claims, characterised in that the one or both brake levers is / are assigned at least one actuation element (19), preferentially a thrust rod or a pulling means, for introducing a braking force into the lever ends (16, 17) of the brake levers (14, 15).

5. The chassis (2) according to any one of the preceding claims, characterised in that at least one brake lever (14, 15) comprises an adjusting device for changing its angular position relative to the brake actuation shaft (10, 11).

6. The chassis (2) according to any one of the preceding claims, characterised in that the chassis (2) comprises a vehicle frame (21) with at least one centre web (22), which is arranged between two brake axle stubs (3, 4) standing pairwise relative to one another.

7. The chassis (2) according to any one of the preceding claims, characterised in that the stub axles (7) of the brake axle stubs (3, 4) at their end located opposite the wheel hub comprise a flange (23) which fixes the brake axle stubs (3, 4) to the centre web (22).

8. The chassis (2) according to any one of the preceding claims, characterised in that the respective brake axles stubs (3, 4) with their flange (23) comprise at least one preferentially multiple fasteners (24), wherein at least one fastener (24) is jointly in connection with the flange (23) of the first brake axle stub (3) and the flange (23) of the second brake axle stub (4) arranged on the other side of the centre web (22).